Document BRqrV4M75b8eYQJdBod18Q2vo

Tfgiwcriom */ ihm 4iftk National Safety Congremm (October 21-25,1957, Chicago, 1U.) :: --V' iV I I NATIONAL SAFETY COUNCIL I B 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS PLAINTIFF'S EXHIBIT CONTENTS I Officers. Trustees, end Board of Directors. ...... .................................... 5 ANNUAL COUNCIL MEETING ' Minutes ............... v:....... .............. 12 \ ' Invocation .................. _ ...........Dr, Paul Minnich Robinson 15 The President's Report. ................ .......... Ned H. Dearborn 16 1958 National Safety Good Turn. .. .. .............................. Warren Mcland Women in industry. .. , .... ................. Mts. Gertrude H. Frcsc 19 20 Keynote Address. ..... Major General B. K. Young 25 ANNUAL BANQUET Banquet Address. . : Award Presentation ..; .Honorable William G. Stratton 29 , vv . 33 WOMEN'S ACTIVITIES Our Role in Safety Leadership............... ............ .. . Mrs. Raymond Sayre 37 Time for Decision ... ................. ..........., . William G. Johnson 38 The Traffic Problem. -- --- . . ,, James D. Hill 41 : Fundamentals of Home Safety Activities ........... Miss Eunice Hcywood 51 The Philosophy of the Beaded Shoes Officers ,, ..v,.'";'"-.. . ...; ,Chads 'W^-Sarg'ijjioo 52 , ilv. Safety Exposition Exhibitors,...... / .,, .. index to ail Current Safety Topics volumes........ ;: ...... ...; ,x . 5S 65 LEARNING TO LIVE . . . ]jamin| to liTf iiftly--yrmt the drawing card which brought more than 1J.OOO men and women from the United States sod 2t other countries to Chicago (or the 45lh Natioctal Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums. they acquired new ideas for helping others--sutd themselves--to live, work, and play safely. This was the reason the National Safety Council was organised less than half a century ago, a time when maxt*s thought barely kept pace with the has uitriiduo^Ian.LatixBde; *j*"'Which. is bringing the continents closer and has made the earth a smaller world. And smw mas anticipate* inter-space travel l .TTteOi^cti sewbice progressing to Ipcrcazmg speedsw travel and production, and increasing dangers--new dangers never before encountered- These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Carrot Safety Topics--JO volumes >b oi'JC^gri^ Dttji^iesv'ipl ideas, Each volume . is., "a ' hihdy. 'r^ereoceltb ;di'ftafo( phases' of acrident ..prevention, The complete see of volumes are lined on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are ;kVuiatbte *n. the" .National; Saiijrjx Vtc^'r'd^n^seifl at. the Congress or in assy volume of Current Safety Topics are those of the '';CoegTessvpartidpanli,' arid tiof neOWsarily tho of iheNajacpal Safety Council. National Safety Connell OFFICERS Chairmen, Hoard of Directors--Walt**. F. Caret, Automobile Car tiers Inc* Flint, Mich. > Vice Chairman, Board of Directors--Da. Lowell B. FIskez, Presi- felt, North Central Aworratioo of Colleges atid Secondary Schools, University of IULpoU, \Jrfcana, 1U. .;. ." " .'. Pruident--H. DzAtaour, President, National Safety Council, : Chicago, Rl. ;. .. - x " Vice-President for Farms--Kirx Fox, Editor, Successful Forming., Meredith Publishing Co., Des Mobes, Iowa. ' Vice-President for Finance, and Treasurer--WillUU H. Lows, Treasurer, Inland Sted Co., Chicago, III. Vice-President for Homes--Df. Gzostdt M. Wheatley, Third Vice President, Metropolitan Life Insurance Co, New York, N. Y. Vice-President for industry--Gerard O. Gums, Director of Safety, vJStfay Crp7 Neville Island, Pittsburgh, Pa. Vice-President for Labor--P. L, Strmu.fi, General Vice President InternationalAssociation of Machinists, Chicago, ILL Vice-President for Decaf Safety Orgonunsiuifisr^Walter K. Koch, : .'President. Mountain States Telephone and Telegraph Co., Denver. . Colo. ' -v -V'-.X .. ' . "'"'XX' V';;.' Vice-President for Membership--Eowaiuj C. Myers, Vice-President, : United StatesSleel Coj-p.,Pimburgh, Pa, Vice-President for Public Information--Charles W. Ferguson, Senior Editor, The Reader's Digest, Pleasantville, N. Y. Vice-President for Schools and Cotteges-^Da. Lowell B. Fishes "XCAIso WefrGmnnaa bf Boanf; see above) . : Viee-Pretident for Traffic Trons^riation-DE, J. Buhnts, Chair- .".'-pan. of the Board. SilveJ' Fleet Motor Express, Inc, Louisville. Ky. Vice-President for Women's Actiihties--ifi&& Marion E. Martin, Gwatitiiaiefier of Labor Rod Industry, State of Maine, Augusta, Me. Executive Vice-Presidenlr-G, C Stiwast, Executive Vice-President, National Safety Council, Chicago, IIL ' Secretary--R. L. Forney, Secretary, National Safety Council, Qii- ' cago, IIL .' , ... Assistant Treasurers--Bvtoxd B. McCulloch, President, Bureau of "Safety,. Inc,, Chicago, 111. '' ' ' . ' ; ; '- J, D. Fulpoeo, Director, Treasury Bureau, National Safety Council, Chicago,HI. ........ .. ' * I Notioaal Safety Cornell f t j TRUSTEES | Chairmen of the Trustees--W. Si S, Koi*7EXs, Former Chairman, I Tbe Texas Company, New York, N. Y. | Vtct-CkoirmeH of the Trustees--jottn Stilwell, Yonkers, N. Y. * , I Secretary f ike Trustees--Ned H. Oeaiuwos. President, National | Safety Onmcil, Chicago, III. Mcnbtrs Un.T H. Baker, fhalnwan Board of Directors, National Gypsum Company, Buffalo, N. Y. Jakes B. Black, Chairman, Board of Directors, Pacific Gas and Electric Gx, San Francisco, Calif. S. Bruce Black, Chairman, Liberty Mutual Insurance Company, Boston, Uut WaLTRR F. Carey, President, Automobile Carriers lot, Flint, Mich. (Ex-Officio). Cason J. Callaway, Blue Springs Farms. Hamilton, Ga_ William G. Cramsui, President, Scripp*-Howard Siipply Co-, New York,N.Y. '" : ..: ' Charles R. Cox, President. Kennecott Copper Corp^ New York. N.Y. \ ...... Clco F. Craig, Member, Exeeutivx Committee, American Telephone & Telegraph Co^ New York, N, Y, :> Waltxs J. Cummwcs, Chairman. Board of Directors, Continental Illinois National Bank and Trust Co., Chicago, lit Harlow H, Curtice, President, General Motors Corp, Genera! Motors Bldg.. Detroit, Mich. Neb H. Dearlokk, President, National Safety Council, Chicago, III. (Ex-Officio). Richard R. Dtumt, Qwiwun, Board of Directors. Procter and Gamble Co* Gadanati, Ohio. . J. Doyle DrWitt, President, Tbe Travelers, Hartford, Gm. Moose G Dial, President. Union Carbide CorjL, New York, N. Y. E. F.90 Pturt; Dirtdor, Employee Sdatidni Dept, Ida Pont de Kquwu* It Cos ine. WUntiacton. Del. ' I : -; - National Safety Council {Trustees, cemtoiued) Frederic W. New York, N. Y. President, Metropolitan Life Insurance Co., , Benjamin P. FxotLESs, President, American Iron & Steel Institute. New York, N.Y. - Calvin Fentress, Ji* Chairman, Allstate Insurance Co., Skokie, I1L FrAncxs J. Gavin, Chairman, Board of Directors, Great Northern Railway Co, St Paid, Mum. . Roland HarrimaX, Brown Brothers Hammah & Co., New York, N.Y; ' . : ' Curroen F. Hooo, President, United States Steel CorjL Pittsburgh, Pa.. ' '; ' . Joseph L, Lanier, President, West Point Manufacturing C., West Point, Ga. * Gtoece E, Ldohty, Chairman, Board of Directors, Railway Labor Executives'Ashe, Washington, D. C : Ray D. Mineray. Chairman, The Equitable Life Assurance Society of the United States. New York, N. V. T. S. Petersen, President, Standard Oil Co. of California, San Fran* . cisco, Calif. .' ' ' - - . ' ! _ Gwilym A. Puce, President and Chairman. Westinghouse Electric Corp.. Pittsburgh, Pa. : Walter P. Rlother, Vice President, American Federation of Labor* Congress of Industrial Orgaiiiiatloiis, Detroit, Mich. . W. S. S. Ropcers, Fortner Chairman, The Texas Co,, New York, ... Y'.. . - - . . . Edward L. Shea, Chairman, Ethyl Corp., New York, N. Y. Herbert . Smith, Former Chairman, United States Rubber Co, New York, N. Y. ^ ' ' - ; . John Sniwni, Yonkers, N. Y. Arthur E Stoodard, President, Union Pacific Railroad Co., Omaha, Nebr. -' . _' ' . Dr. John F. ThoUi*SOH, Chairman, The International Nickel Co^ Inc., New York, N, Y, Kenneth G Tow*, Chairman, .American Cyanamid Co., New York, : N.Y. ... . ... ' Juan T. Trirw, President, Pan-American World Airways System, New York, N.Y. .C.E, Wilson, Birmingham, Mich. Robert W. Wooohutt, Chairman, Finance Committee, The Coca-Cola Co,, Atlanta, Go. National Safety Council | BOARD OF DIRECTORS i .. ' | Chairman of the Board of Oirtciort--Wauq F. Caut, Praidtat, | Automobile Carriers Inc, Flint, Mich. I .... .. | Vkt-Chairmon of iha Board of Dirtcforr--Dr. Lowbx B. Fisittr. I President, North Central Association of Colleges and Secondary 1 Schools, University of Illinois, Urbans, 111. _ Members Frank R. Ahloleh, Editor, The Commercial Appeal, Memphis, Tcnn. J. T. Blalock, Vice President, Pacific Indemnity Co^ Lot Angeles, Calif. T. N. Boats, Manager, Accident Prevention Dept, Axsociatioo of Casualty and Surety Cos, New York, N. Y. Ncmman E. Bokzbsoh, Deputy Superintendent, State Dept of Public Instruction, T-smtn^ ifldi Ax. E. Brown, Vice-President and Regional Director for the West Coast, United Papenzmkers and Paperwdrkers, Portland, Ore. E. J. Busker. Chairman of the Board, Stiver Fleet Motor Express, Iml, Louisville, Ky. Robert R Burton, Vice-President, Kenyon & Eckhardt, Inc, Chi cago, I1L Ama> W. Cantwell, National Director Safety Services, The American National Red Cross, Washington, D, C. Walter F. Carey, President, Automobile Carriers Inc.. Flint, Mich. Dr A. L. Chatman. Chief. Division of Special Health Services, U. S, Public Health Service, Washington, D. C. i Dx. Zenas R Clark. Administrative Assistant, Wilmington Public Schools, Wilmington, Del. John M, Comyrry, Employee Relations Division, National Association of Manufacturers, New York, N. Y. M. R DARLINGTON, Jk. Managing Director, Inter-Industry Highway Safety Committee, Washington, D. C. J, B, Davies, Assistant Vice-President, Industrial Products Croup, | Mine Safety Appliances Gx, Pittsburgh, Pa. !' i . .s i I I National Safety Council :....................... J (Board of Dtrtctpn, coniinurd) Ned H. Deaerorx, President, Natiooal Safety Council. Chicago, 111. Henry B. Dottos, Administrator, Accident Prevention, Westinghouse Electric Corp, Pittsburgh, Pa. EF.to Pont, Director, Employee Relations Dept, E. L du Pont de Nemours & Co,, Inc, Wilmington. Del. Wallace Falvey, President, Massachusetts Loading and Insurance Co, Boston, Mass. C M. Fexcu&ok, Administrator, Federal Extension Service, U, S. Dept of Agriculture, Washington, D, C. Charles W. Febcusoh, Senior Editor, The Readers Digest. Pleasaittville, N. Y. R. H, FmsusoK, Assistant Director of Industrial Relations. Republic Steel Corp., Cleveland, Ohio. Dt. Lowell B. Fisher, Presidmt, North Cetiral Astoriatico of Col leges and Secondary Schools, Univeraily of TUmrns, Urbana, BL Klrk Fox, Editor, "Successful Farming," Meredith Publishing Gl, Des Moines, la. : Mas. Gimun H. Fuse, Assistant to Vice President and General Manager. New York Telephone Co.. Brooklyn, N. Y. Goad O. CurriK, Director of Safety, Drava CarjL, Neville Island, Pittsburgh, Pa. 5. W. Grjhes, Managing Director, Pacific Coast Association of Pulp and Paper Manufacturers, Portland, Ore. Paul II Guaso, Pompano Beach, Fla. R. P, Hamilton, Superintendent of Safety, St Louis-San Francisco Railway Co^ St Louis, Mo, V J, P. Higsetcwxb, Director, Transportation and Safety, The Grey hound Corpn Chicago, 111, Stanley C Hors, President Esso Standard Oil Cc, New York, N. Y, Geobcs A. Jacoby, Director of Personnel Relations, General Motors Corp^ Detroit Mich. .; Newell R, Joh xson. General Manager, American Mutual Insurance Alliance, Chicago, 111. Walter K. Kocr, President Mountain States Telephone and Tele graph Co, Denver, Colo. 9 National Safety Council (Board of Directors, continued) I Dalxbo* W. Kialovxc, Assistant Director ia Charge of Safety, The | Board o Education. Philadelphia. Pa. I Fbankliw U. Kkul, Director, Transportation Center, Northwestern University, Evanston. 11L Esmond H. Leavey, President, International Telephone and Tele graph Corp, New York, N. Y. E. W. Ijenmann. Prof. Emeritus, Urbana. 11L William H. Lowe, Treasurer, Inland Steel Co, Chicago, 1IL E G McFadcex, Vice President, Texas Employers' Insurance Assn, Dallas, Texas. Habold G. Mamcelsdobt, Standard.Oil Co. (N. J.) New York. N. Y. Miss Mahon E. Mastin, Commissioner of Labor and Industry, State s of Maine, Augusta, Maine. 1. W, Mbjlabb, Chairman of the Board, Industrial Glove* Co. D*a~ vflle, TIL Edwabb G Unas, Assistant Vice President, U. S. Steel Corp., Pitts burgh, Pa. * Gtnr L. Noble, Managing Director, National Committee on Boy* and Girls Club Work, Chicago, 111. Hnnv EL Nqbtb, Vice-President, Metropolitan Life Insurance Co_ San Francisco, Calif. Crmoy W. PSalem, Executive Vice-President, American Telephone and Telegraph, New York, N. Y. ' Mm. Ivy Baxxx Pjuxst, Treasurer of the United States, Treasury Dept., Washington, D. C A. V. Robwxxkx, Superintendent of Safety and Welfare, Duluth. \ Mimbc aad Iron Range Railway Co., Duluth, Minn. i Resell T. Ross. Manager, Employee Service; Industrial Relations. | Ford Motor Co, Dearborn, Mich. ; Mas. Raymond Sayxs, Ackworth, Iowa. A. }. Sorwantes. Head of Dept, of Agricultural Engineering, Uoiversify of Minnesota, Sc Paul. Minn. Habky Six, National Legislative Representative, Brotherhood of Railroad Trainmen, Washington, D. C ' 10 National Safety Council ('Beard of Directors, continued) $. 5 - I ' 1 LoUIS B. Seltzeb, Editor, The Cleveland Press, Cleveland, Ohio. I P, L. Smittus, General Vice-President, International Association of I Machinists, Chicago, I1L I Reuben D. Ssyebson, Manager, Dept, of Manufacture and Industrial 1 Development, Chamber of Commerce of the United States, Wash| ington, D. G J, I_ S. Snead, Jt, President, Consolidated Freightways, Inc., Menlo Park, Calif. Leslie J. Sownson, City Traffic Engineer, City o! Chicago, Chicago, III. . Hotman J. Srorara. Vice-President, Industrial Relations, The Youngs town Sheet and Tube Gl, Youngstown, Ohio. A_ E. Spottex, Vice-President, Allstate Insurance Co, Skokie, III, G. G Stewabt, Executive Vice President, National Safety Council. Chicago, III. Waltzx A. Stewabt, Trustee and former President, American Optical Co., Southbridge, Mass. Abthu* E. Stodoabd, President, Union Pacific Railroad Co., Omaha, Nebr. Cot. W. L. Tuaas, Assistant for Ground Safety, DCS/Personnel, Hq., U. S. Air Force, Washington, D. G Lloyd Uttxx, Director, Industrial Health and Safety Division, United Automobile Workers, Detroit; Mich. Donald G. Vaughan, Secretary, Aetna Casualty and Surety Co , Hartford, Cocm. * Mas. Geoac* Welles, it. Duluth, Mita. Du. Gbobge M. Wheatley, Third Vice-Presideut, Metropolitan life Insurance Co, New York, N. Y. R. 5. Wilson, Executive Vice-President, Goodyear Tire and Rubber Co, Akrett, Ohio. W. O. Wilson, Manager of Safety, Standard Oil Co, (InL), Chi cago, IE Da. William P. Yant, Director of Research, Mine Safety Appliances Co, John T. Ryan Memorial Laboratory, Pittsburgh. Pa. 11 ANNUAL COUNCIL MEETING MINUTES The 1957 Annual Council Meeting of the National Safety Council was held is the Grand Ballroom of the Conrad HUtoc Hotel, Chicago, on October 21, with Ned H, Dear* born. President, presiding. The meeting opened with a Presentation of the Colors by Explorer Post 202& Chi cago Council of the Boy Scouts of America. The invocation was offered by Dr. Paul Minnich Robinson, President of the Church Federation of Greater Chicago. Mr. Dearborn then proceeded with the business of the meeting by announcing a quorum present, in person or by proxy. It was voted to dispense with the calling of the roll; also to dispense with the reading of the minutes of the previous Annual Meeting, as the minutes had been printed and circu lated to the membership. Mr. Dearborn called for the report of the Nominating Committee, which comisled of the following members; George A Jacoby, Chairman; E. J. Buhner. Franklin M. Kremi, Miss Marion L Martin, Guy L Noble; H. J. Spoerer, A. E. Spottke. Mr. Jacoby reported in behalf of the Nominating Committee, pointing out that the Constitution authorizes the Committee to name candidates for election to the Board of Directors and to all offices except the offices of Executive Vice President and General Manager, and to place in nomina tion at the Annual Council Meeting said candidates, as well as the candidates for elec tion to the Trustees named by the Trustees. The selections of the Committee, Mr. Jacoby stated, were reported to the Secretary of the Council more than 75 days before this meet ing. and were announced to all members of the Council on September 6, 1957. Mr. Jacoby then presented as nominees for Trustees of the Council, to be elected for a three-year term; Melvin H, Baker, Cason J. Callaway, Geo F, Craig, Richard JL Deupree, Dr. John F. Thompson, C. E. Wilson. (Secretary's Note; A complete list of the Trustees, including those nominated and elected at this meeting, as well as those 12 continuing in office from previous elections, Is given on pages 6 and 7 of this volume ) Mr. Jacoby presented Dominations for Directors, to be elected for a term of one year. (Secretary's Note: A list of the new Board of Directors, as nominated and elected at this meeting, will be found on pages $ to 11 of this volume.) Dr. Yant presented nominations for Offi cers of the Council, to be elected for a term of one year. (Secretary's Note: A list of the Officers nominated and elected at this meeting will be found on page 5 of this volume) There, were no nominations except those presented by Mr. Jacoby. Mr. Dearborn an nounced that there were 2&88S votes favor ing the slate presented by the Nominating Committee, and no votes opposed. Those attending the meeting voted without dissent In favor of the semmatiaos, and Mr. Dear born declared the nominees elected. Mr. Jacoby paid special tribute to die fol lowing Council Officers who. after valuable service to the Council, are giving up their positions this year: Walter A Stewart, Chairman of the Board of Directors; R. H. Ferguson. Vice President for Industry; Boyd Lewis, Vice President for Public Information. Mr. Stewart and Mr. Fergu son, although giving up their offices, will remain on the Board of Directors. Mr. Walter Carey, who has served as Vice Pres ident for Traffic and Transportation, is named Chairman of the Board for the new year. Mr. Dearborn introduced various Offi cer* of the Council who were seeled on the speakers* platform. Mr. Dearborn said that two years ago the Board of Directors had approved a plan for inviting a Selected list of influential busi ness leaders and government officials from other countries to be our guests at this Con gress. Invitation lists were compiled with the assistance of several departments of the federal government and of industrial leadms with world-wide coanectiocts. Growing out of this plan, Mr. Dearborn said, 22 spe Annual Meeting cial guests are in attendance at the Congress, coming from 19 different countries and rep resenting a great variety of industrial and governmental leadership. The special guests were invited to stand and were greeted with a round of applause. Mr. Dearborn also expressed warm greet ings to all other delegates from foreign countries, many of whom are is attendance year after year, and made particular refer ence to the many Canadian delegates who attend the Congress. A. large number of young people who were attending the Farm Youth Sessions at the Congress were also asked to stand and were greeted with a round of applause. Mr. Dearborn then introduced Executive Vice President G. C. Stewart, who called attention to the Council's new annual report, "Report to the Nation, 1957." General Slewart emphasized several highlights of the report and urged careful reading of It by all Council members. Mr. Dearborn announced that the 1958 National 5afety Congress will be held in Chicago, October 20-24. The remainder of the program consisted of four addresses--by Warren Melaad, Mr. Dearborn, Mrs. Gertrude H. Frese, and Mxjor-Graerai B. K. Young. These ad dresses, as well as the Invocation by Dr. Robinson, are included as a pari of these transactions, on the pages immediately fol lowing. In introducing Boy Scout Warren Me land, Mr. Dearborn took occasion to express the great significance wfakh the Natiooal Safety Council attaches to the National Safety Good Turn Project of the Boy Scouts of America for 1958. He emphasized the tremendous accident prevention potential that Is inherent in this organized effort of four and one-half million Scouts and their adult leaders, all working in cooperation with families, neighbors, businessmen, and public officials. In introducing General Young, DirectorGeneral and chief executive officer of the Royal Society for the Prevention of Acci dents, London, England, Mr. Dearborn ex pressed his great appreciation to General Young for his willingness to make the tong journey from London, and also took occa sion to thank the General and the Royal Society for the invitation tendered him to address the opening meeting of the Royal Society's National Safety Congress last year. The courtesy shown him at that time and the interest exhibited in hts address. Mr. Dearborn said, left him forever grateful. R. L. Forney Secretary THE INVOCATION By DIL MUL MINNICH ROBINSON Pr*$jd*ni of ihm Church Federation of Gttofsr Chicago Ob, Lord, our God. who has been & help in ages past and who art pur hope for yean to come, Tby glory is set above the Heavens sad yet Tbou dweUcth ta the bumble hearts of those who tove Thee ' We thank Thee for the beauty of the world around ut, for all Tby work, declare Thy praise, and the firmament show of Thy handiwork and most of all, now we thank Thee that Tbou hast crated man ia Thy image and has tafawed him with the hand and spirit to respond to fellowship to Thy own infinite spirit. We pray Thou wilt give us such rever ence for human life we shall oppose the sign of any act that will endanger or destroy it. Awaken ns all to a sense of responsibility to protect and preserve the afety of all of our grirehs in every community across this broad land. Let not the powerful machines men's inventive genius has placed oo the highways to bless our lives, because of our careless use of than, become to us a curse. Grant to *hm the grace and courtesy and restraint of fast-ecabol. that we shall re gard the wcfMxmg of our neighbor as Im portant to us as oar own. We prey Tby bleering upoa the work of the National Safety Council and those wboee concern for the common good of our society has brought them to this place. May their efforts bring an inosased meas ure of safety to dor streets and our higb ways, to our homes, our fanatics, and our places of daily toL Unite os all in a deeper dedication to alertness and care which will preserve ourselves and others the life we owe to Thee. Let Tby Kingdom come and Thy W21 be done on earth as it it in Heaven. In Thy name and for the sake of Tby mercy and knre, we pray; amen. THE PRESIDENT'S REPORT HAVE WE FAILED? by NED H. DEARBORN president, National Safety Council, Chicago You have jus! elected me as your presided their own unproved safety records, a grow for the ensuing year. I pledge you my best ing membership in the Council, and through efforts. By action of our Board of Directors financial and other contributions. I shall thereafter he a&cociated with the Council as President Emeritus, and shall, I hope and believe, be able to perform cer I am mindful of the slow but steady ac ceptance of moral and responsibility in addition to individual responsibility for tain services for the Council and its mem bers as desired. But I do feel that this is the appropriate occasion for me to talk with you frankly and sincerely about a number of things that have been very much in my thoughts over the years. First, I want you to know that it has bees a rare privilege and distinct honor to serve you, and I am profoundly grateful for your confidence, encouragement, and support Have we failed? That is the title of this short talk. To begki with. I am mindful of the many gains we have made together dur ing the last 15 years. I am mindful of the vastly increased cooperation of hundreds, safe practices. I am mindful of the growing cooperation from medical and public health agencies. I am mindful of the recent encourfeiaeat by the clergy of all denominations. 1 am mindful of the important haA*ng of our Trustees. I am mindful of the dedicated service* of our Boards of Directors. I am mindful of the space and time con tributed by all media of public information. I am mindful of the consecrated efforts of our staff to the cause winch in turn is con secrated to the social and economic welfare of our beloved country. even thousands of organizations enlisted in And I am mindful of the Council's privi the great crusade for safety. lege of serving in some measure the people 1 am mindful of the active participation of of other countries. thousands of influential individtials--crvillans It has been a memorable 15 years for m* and public officials--in our great social and and I am proud to have been a part of the economic movement to prevent accidents and progress in safety in the time I have been thus to save countless lives, reduce serious with you. sen-fatal injuries, and to protect property. I am mindful of the enlistment of women and women's organizations in this mighty cause. I am mindful of enlisting labor sup port Z am mindful of the growing interest of schools and colleges in safety. HEALTHY DISSATISFACTION One of my guiding principles has been to maintain a high degree of healthy dissatis faction, This talk is in harmony with that principle. AGENCY SUPPORT I am mindful of increased appreciation of governmental agencies--federal state and local--in the importance of accident preven tion. 1 am mindful of the steady gains in home and farm safety. We have failed thus far to achieve our ideals. All of us together have failed thus far to arouse the American people to the true importance of safety to the social and economic health of our society. We have failed to stir the hearts of our fellow countrymen. There are scores of eminently worthy causes which arouse wide I am mindful of the constant support of spread support--hear aliments, cancer, tuber business and industry in safety through culosis, poliornyeUtu*. muscular dlstrophy. Armml MttUng ai*d. currently, Asian influenza, to mention only a few. Why, oh why, in the same of humanity, don't the American people react to the ter rible toll of accidents-- 95,000 lolled in 1956 alone, more than a million injured, many thousands of them permanently; and an wHwati^ economic loss of $11,200,000,000. The facts have been told over and over aysm- But Americans just don't react as they do to other worthy causes. You and 1 have failed to reach their hearts and minds. Who are the *Sre*r 1 seem to Indict so vigorously? It is all of us who are actively participat ing in the safety movement. That includes yon and H includes me SUPPORT STILL WEAK Basinets has only recently taken positive action against off-tfae-job accidents and even so tbrir programs are far from universally applied. Business support of our public service program has grown steadily but sknriy but I regret to my that ft has been in bnudreds of thousands of dollars where It should have been m tniHkau. That is espedally true of industries which profit most from accident prevmtion. Labor is still a weak safety voice crying is tiie wildenxn. Women are nowhere near as active, so far, m our field as is other worthy welfare work. The schools and colleges at best have made only a good begincihg. Government interest and action is grow ing. but many areas are still sadly neglected. The U. S. Department of Health Educa tion and Welfare, the natural national offi cial borne of safety, has no officer whose sole flection is the promotion of safety, except among department employees. The religious crusade is too recent in origin to assess beyond its potential worth. All "*<<< of public information have earned our highest praise in emphasizing safety, but it apparently hasn't aroused public indignation against violators of safe practices. Scow agencies still show symptoms of apprehension of the Natiooal Safety Coun cil's prestige, even though they are free to. and do, participate in the Council's confer ences, sections, and committees. Even the Comal's own governing body and its own staff at times exhibit timidity and complacency. PUUJC UNIFORMED Our public informstioo program has en joyed an incredible success with public in formation media as measured by time and space, but the Council is stiff most often mentioned by Ur. and Mrs. John Q. for its weekend holiday estimates of traffic fatalities--onty a w**11 fraction of our year-round public information program. I have made suggestions from time to time related to program changea and addi tions which in some case* hare met with passive opposition. Bin that am only mean that I personally failed to pervade a soffident number of my coBeaguea and asso ciates to a program of actios dat would set fire (o the intelligence, imagination, and emotional reactions of the American public Some of nay suggestions were either in sufficient. Inadequate or impractical. What ever the reason, I repeat, you and I have failed to arouse the American people to the point where militant action against accidents is locally applauded and supported. One example will typify local attitudes toward safety in contrast with those toward the dread diseases. The Titusville Herald, a first-rate daffy newspaper in our recently adopted home of Titusville, Pennsylvania, bad a special editorial in its issue of October 14, 1957, entitled "Ho Cause for Panic'* I quote excerpts from it--not at all in criticism of the contents of the editorial or the praiseworthy reasons for publishing it, but to contrast community reaction to one of the dread diseases. In this cut typhoid fever, with community reaction to accidents. REACTION DIFFERS In the last few days 16 cases of typhoid fever had been recorded in this beautiful city of some 10,000 souls to an even more beautiful setting in the foothills of the Allegheny Mountains. The editorial was as follows: *The typhoid fever outbreak naturally has the community upset . . . The disease seems to be confined In general to one age group in one school , . . If the disease had struck in 17 1957 National Safety Congress several age Groups in several localities, the situation would be far different than it is . , . Parents are now alert to watch for symptoms in their children . , , The medical profession in Titusville has been, and is ready to strike back with every medical weapon in its vast pharmacy. The com* raunity is also fortunate to possess the fine facilities of the Titusville Hospital . , . Our health authorities will continue in a methodi cal and scientific way to trade the beast to its lair . ,, In the same issue of the Herald there were seventeen news stories of accidents over the weekend and all but one were about accidents in the immediate area. Eight deaths were reported, three of them in the vicinity of Titusville. There have been no deaths from typhoid fever and yet the main "talk of the town" is this incipient epidemic Even the Asiatic flu and good old sputnik have takes hack seats to typhoid fever. The only place where accidents seem to be recognized as a primary problem Is in the Herald, the police department (whose good work in traffic safety was properly editorialized earlier by the Herald), and a handful of local business concents whose interest is primarily in plant safety. NO COMMUNITY EFFORT The fact remains that there is no or ganized community effort in Titusville to prevent accidents and do obvious interest in soch an enterprise beyond those groups I have mentioned There are thousands of encouiumties throughout the nation of which similar comment could be made. Hus is no criticism of the good people of these com munities. It is, rather, a criticism of us in thesafety field. I repeat again we have failed to arouse the American people sufficiently to a deadly and diabolic peril which they can control. We can have safety anywhere if a suffi cient number of ns want it ' Whai. you may properly ask. can be done about this unhappy situation? In the first place, a sew look at the pro gram of the National Safety Council can be instituted by our Board of Director*. The new look should be taken by people with scientific training outside our own staff--psychologists, psychiatrists, medical and health officers, sociologists, biologists. 18 Twsfhtn<H-ins, and others who are compe tent objectively to study the problems and to make recommendations on bow to pre vent accidents. You in this audience and other members not represented sboold welcome and support such an investigation. The report of sack a study as I lave, in a general way sug gested. should be welcomed and supported by every agency, private and public, en gaged is accident prevention is any field of safety. We need to know the basic causes of aeddents and bow to einannwt titan. It is not enough to know where, when and bow the accidents occur. We must know why they occur and that is the reason for more and more scientific appraisal of the basic causes. This land of on appraisal might very well revolutionize our pigiimt of accident prevention. At tbe very least it would have a very sobering and salutary effect on -all of us. RECHANN& FUNDS American business spends ctaormoa* ho* qq research to keep pace with tbe times. Safety deserves the same load of support We lack sufficient finances to conduct ade quate research for the things we are doing to say nothing of tbe research financing needed for the additional things we should do. That just does not make sense. I am glad to kziow that this type of traffic safety study now is being undertaken by the Northwestern University Traffic In stitute and by the Bureau of Public Roads in tbe U. S. Department of Commerce. Evangelism is oeodad, too. But so for it im't fiery roough or it has fallen short hi methodology. Not all of as are Billy Gra hams in tbe safety movement, hot each of us in his own limited way is as evangelist. The net result so far is too few who have made the great for safety. Finally, kt each of ns in safety work examine and wan>iii* oar own efforts to prevent accidents with a critical eye and a receptive mind to dances m safety educa tion and practices. Let us each be a more consecrated apostle of mfety and win disciples, for and wide, who will' spread our sacred gospel to the ends of the earth. This is no less than oar solemn duty.A 1958 NATIONAL SAFETY GOOD TURN by WARREN MELAND Explorer Post 2912, Boy Scouts of America, Chicago You can imagine what a thrill it is for me lo appear before the greatest gathering of safety leaden held anywhere, any time, in the United States--end amsouoce that in 1958 the Boy Scouts of America will devote their good turn to safety! This links the Boy Scums aad tbe Na tional Safety CbmtiJ together m what I am sure every one of us agrees is one of the greatest crusades m history--and 1 can tell you that the Boy Scouts arc proud aad honored to be part of this safety movement. OPERATION--SAFETY Td like to take just a minute to tell you how the Boy Scouts intend to conduct this safety program, one which all of us--young and old--must make a success. The Safety Good Turn is a major cam paign--within our own Boy Scout movement --and also la the way we will affect the gneral public. To do it right--and that is the only way the Scouts like to do thing* --we wilt break it into bite-sired pieces we can really get our teeth into. The plan of operation for the 1958 Boy Scout Safety Good Turn will be divided into these three groups: first, traffic safety; second, outdoor safety and lastly, home safety. Our first phase, traffic safety, wilt be emphasized during tbe months of March, April and May of 1958. At this time cadi Cub Pack, Boy Scout Troop and Explorer Post wilt take port is a safety project in the automotive, bicycle, pedestrian, railroad or farm equipment field. During the months of June, July and August the emphasis will be on outdoor safety. Hereby each unit will fake part m other a water, fire, firearms or farm safely project. ALERT THE FAMILIES The third group to be completed during September, October and November stresses Home Safety. Here* particularly, ah units will participate is projects designed to alert tbe entire family on bring prepared to make safety a personal aad fundamental port of everyday living. If the Safety Good Turn does nothing more than alert the Scouts and their Im mediate families, we can bring safety to 18-mlllion people directly, more than onetenth of the population of this country. The 195B Safety Good Turn then becomes a challenge to every Scout and Scouter in tbe nation. We know we must promote the proper attitudes toward safety practices in traffic, outdoors and in the home and give everyone the opportunity to put into actioa the motto "Be Prepared." We know that national programs are fine --but they must be carried to tbe individual. In Scouting we like to say, *7, earning by Doing" and through your help that Is how this safety program will be carried out Think of what it will mean to have safety played up big by 100,000 Scoot units to our country. SAFETY--DAILY HAllT These projects must Include interesting the youth and the public of oar uaatry in safety, making it apparent to everyone the argent need for redudng the tragic toll of accidents. But, even more important, to stimulate a public concern in tbe prevention of accidents, the Boy Scouts of America will co-operate with all safety organizations in individual, group, and community safety projects. We will make safety a port of oar drily living; almost as much a port as eat ing, which I am cure do one forgets to do. Tbe Scoots are proud to have been called upon by the President of tbe United States to enlist in this campaign. It gives youth the opportunity to serve our community and our nation--in a significant manner--ta a way we |**B be sure of accomplishing some thing. To have a part hi the conservation of human life, to help influence other youth and their families, to reduce injuries aad prevent accidents--all of this we will do. But even though I, myself, and my four- 1957 National Safety Congress and-one-half-minion fellow Scoots arc eager to carry this message---we want to carry the right message. > Therefore, we turn to you at this time. In your group is the experience to safety which we must look to. Here, then, is my message to you. Hie Boy Scout* are counting on your aid. Thou sands of "sign up" cards will be made available to you during this week. Fill out card indicating your interest in helping the Scouts to do this good turn. Please sign up! Well try our level best to do our part --but we need your expert safety help. Every Scout takes the Scoot Oath. It starts "On my honor, X will do my best to do my duty to God and toy country." With your interest and aid. Gentlemen, four-and-ooe-half-ndlfiop Scouts can and will do their best 6k WOMEN IN INDUSTRY by MRS. GERTRUD! H. FRESf assistant to vice president and general manager, New Yod Telephone eo., Brooklyn, N. Y. - Are people always going to read the mounting statistics of accidents--fatal and __yrvt by cpnplacoitly, think ing, I'm znmnrse to all thl--I'm different? Or are they going to face up to St and get m and do something about it? Can't we safety as modi a part of daily living as food, clothing, relaxation and spiritual refreshment? Dr. Norman Vincent Peale in his book How to Stay Alive All Your Life--which incidentally would be an appropriate title for a safety campaign--reminds us that "The body U a temple given to us by God." To keep tt, we roust feed it, deanse it, use it in moderation. Most of us do this auto matically without about It as a temple. That is, we care for oorsdves as far as we can through good nutrition, sleep, shelter and clothing. Bnt the Bible ays "Know ye not that the body is the temple of the sooL" If we could fully comprehend this statement, would we not seek to pro ted our body, this temple of the soul, from accident in every way possible." That's a big "if." If we did--wouldn't we be cautious ia the home, careful on the street, and alert ou the highway? If we did--knowing that attitudes are formed early in childhood, wouldn't we tram our children in safety as a way of life? 20 If we (fid--a mother would not look at me In questioning fashion when 7 asked what the local P.T.A. is doing to teach safety to small fry. She wouldn't say blankly--"Safety! 1 don't think we are doing anything. Why?" If safety ware part of our dally Gvmg. children wouldn't be riding bicycles pdl-ndi down a highway m suburbia on the wrong side of the road, or riding in--"look rao. so hands" style. THE MG "IFS" //--parents wouldn't be rushing to the railroad station with only seconds to spare, the wife in curlers, a coat thrown over her pajamas. Nor would the husband try to drive and drink a cup of coffee at the same time, not only n1ing his train, btU dying in the attempt to make it. //--a pilot wouldn't be able to my that we lose many more men driving home we do flying plasm. If--a taxi driver wouldn't drive through a crowded street with one finger on the wheel, his right aon over die seat, Hrmiag his head to talk to his passenger. tf safety were part of our daily PG, girls wouldn't clip-clop along in toeless, backless, shoeless shoes endangering life and limb with every teetering step down a stairway; nor wear die thin, (Vm spike beeU Annual Meeting that sink in every crack and cranny tripping the wearer, //--teenagers wouldn't drive with one arm out die window as their dads do--or, worse, ride with baby shoes, dice, scarves and feathers dangling on the rear view mirror. If safety thinking and protection of our body were part of our daily living, a father wouldn't race down the platform and try to board a train as it picks up speed pulling out of the statical. If---If--If 1 How can we efiminate these big Ifs?" How can we get people to believe die body is the temple of the soul? How can we get them to "stay alive all their lives?" STATE OF MIND The remedy, of course, is a properly con ditioned Mate of mind within the individual The individual must be impressed with the Advantages of safeguarding himself against accident and then be given no opportunity to forget these advantages. In trying to save people from themselves-- an accident, an injury, a tragedy that they themselves could prevent or avoid--every idea, every device, every school of thought possible is needed and should be used. But ideas, devices and schools of thought are not of themselves sufficient--we need to enlist people--utillions of people--if we are to make safcty-cooscioasQess a way of life in our country. This brings me to my theme--the power of women as a force for safety. This is not a sew subject Women and the power of women we have had with us always! In fact, I can't even claim credit for resur recting it General Stewart asked me to go into this. He knows I'm a !" woman, and a club woman, as well as a housewife. He further knows that the Women's Activities conference of the Na tional Safety Council this year adopted as its goal, alerting all womai to the fact that they are the "gnardian* of safety" for them selves and their families. WOMEN'S BASIC INSTINCTS to our present position in society today. Women possess natural basic instincts that tend toward caution, security, of violence. love, family stability and protec tion of tiie yang. We have qualities of intuition frequently not possessed by men. We are the mothers, the teachers of the young, the homemakers of the nation We are more social than men and set the stand ards of social cooduct and morals. Women can be a tremendous force tor good when they are aroused. Haven't you seen a group of mothers prove to the town fathers that a street light is Deeded at an intersection? Pretty soon a traffic light is installed. They woe their point through united action. ' Women can b* terrible in their wroth, as every husband present knows. The news papers recently carried a bit about a man in 1 Albuquerque; New Mexico, who learned the hard way. His car was blocked by a line of traffic. He got out and threatened the woman of the car in front of his. She reached down, picked up a hammer, and hit him oe the bead. This ntber violent reac tion to masculine criticism is not recom mended, of course. What is our responsibility if we women are to do something ia the field of safety? The problem is imiiwwt and intricate. There are sociological, physiological, ccombuc and political aspects all wrapped up together. And the American woman on effectively tackle all aspects at once. Bat bow? OBLIGATIONS OF WOMEN First, let ns consider our obligations and responsibilities in the home. Ate mothers devoting care and thought to safety training for their children? Have some lost the respect of tbear children and abandoned all effort to guide and control them? The home is the heart of our lives and the wife and mother should be the heart of the borne. Here, through courtesy, kindness, consideration, tact and untiring diligence we have our best opportunity to develop safety-minded dtiaens. Safety by example and training is needed here. The power of women which can and must be applied in the safety field is acknowledged by all--men and women alike. It derives naturally from the status of American women, developed down through the years The housewife, however, is the hardest person to reach. If she is a joiner and be longs to a dub, she can be approached and taught the "teawmg 0f safety. If not, ifs more difficult However, many wives and 21 3957 National Safety Congress mothers are roamed to men in industry, and Traffic safety is first in order, with emphasis industry is beginning to reach out to them. Tbe Bell Telephone company of Pennsyl vania, -which is part of the Bell System to wtneb T belong, has started a aeries of evening meetings for the family. Safety skits, motion pictures and talks are part of tbe program. The children, the husbands and the wives attend. Home and traffic safety are discussed, even to teaching the youngsters how to roller skate safely. My own company, the New York Tele phone company, is about to launch a safety essay contest for children between the ages of nine and 13. The subject is what my mother or father, or both, are doing to pre vent accidents. This is another means of reaching into the home--another way to get die wife and mother thinking about safety. TEACHERS* INFLUENCE After the home; the next great training field for youth is, of course, the school. Women as teachers can exert great in fluence for safety In our schools. Further more, through our partidpatioo m ParentTeacher and other civic organizations, we can provide assistance In the schools for appropriate safety education. In Phoenix, Arizona, there is an effective program which I understand, is spreading elsewhere in our country. Children ha ele mentary school are taught how to drive. The schoolyard is marked off to simulate a city street or highway. Small pedal cars are used for instruction purposes. The hoys on three individual goals--to be a safe driver, to promote safe driving and to be a law-abiding pedestrian. The last Hem is of particular importance. Did you know that another word has bees added to our vocabulary in recat years--"PedestriddeP* TRAFFIC SAFETY MONTH As a resalt of Altrusa's forward-looking public affairs program, many of our dnbe over the country have bees contributing toward safety in the community. In Oregon, tbe month of February was designated as traffic safety month and tbe Portland Altnua club promoted safety on a state-wide basis. One interesting event was a fashion show which featured such items for traffic safety as: white umbrellas, white overshoes and white raincoats for pedestrians. Another organization. "The American Council of Railroad Women," has a code called "Good manners are good baseness," and item three is a rtde as to how a women should act as a pwfaarua and a driver. I have sltadri many dab board toe imrpoae of winch was to find a project for the dob year. Women m every tows and hamlet, every dty and village, search ing for a worthwhile endeavor for the club to work for. Safety programs of all types promoted by women** dobs everywhere in toe United States could have a powerful effect in helping to reduce accidents, par ticularly if the dobs banded together in toe community for a commas juiTfmc and girls leant to recognize and observe universal signals and signs. This is mat effective: for not only docs it reach toe chad, but many parents attend these train ing meetings. This type of training is invaluable and women could be instrumental in making it available all over the country. What about the slaughter oo our high ways? If we have any desire to protect our loved ones and any compassion for pain and suffering, women should act here! And we have plenty of tools--tact, charm, ingenuity and authority to force our friend'' and loved ones to protect themselves. Jo this field club women have a great deal. An example--my own dub, tbe Altnssa International's public affairs program is directed to four major areas of concern. FOR WOMEN ONLY In a New York Safety Conference, a genera! of toe United States Army was quoted a* saying *T can keep toe boys nfe while they are at camp--our safety record is good--but I can't keep them safe when they leave borne too late; to drive too far, too fast It's the mothers of America, the fathers of America, toe homes of America that are murdering American boys." Well, a nmnber of telephone woenm working m the safety field beard that quotation, and it added fuel to tbe fire. They had bees concerned about toe in creasing number of off-duty automobile accidents. Too many of our girls are in jured while riding as passengers. This seemed to be the time to kww* * rnitadf for safety on the road; a program of 22 Annual Meeting "women only," for the working women, of toe New York Telephone company. We needed first of all a plan, and we called that plan "You Are Important as a Woman in Traffic." This was really a clrv cr title since it was directed to telephone operators who work in what is known in our company as the traffic department. Tele phone calls are known as traffic in my busi ness. The crusade was an entirely new thing for us really because it called upon every female talent known to roan--charm, tact, ingenuity and love. All these distinctive characteristics were to be concentrated oo just oue thing--keeping toe family together --alive, together-- particularly when dad and the sob took over the wheel LEISURE TIME SAFETY "Don't get your family aD fidgety and nervous by always being late to get started for church, the movies or shopping. Don't keep your boy friend waiting 'just for ef fect f be may become annoyed, rather than impressed, and if be takes his anger out on the car almost anything can happen." There's more to our crusade. A series of 12 safety posters were developed. Leaf lets associated with these posters are dis tributed by safety committees to employees oo-toe-job. One and all are urged to plug safe driving at picnics, ball games, dances, bridge parties, and in their civic organiza tions, churches and clubs. We are sure that we are going to get as much safe-driving mileage out of our fathers and sans, nephews and tmtiea and, istidentally, ourselves, as courtesy and friendly persuasion will allow. We in the Bell System have done, and are doing, quite a bit along the lines of leisure time safety. We have published informative and interesting material oo the subject of safe vacations because we believe that sumroer vacation was instituted to refresh and renew, not to exhaust and maim. We cover such subjects as over-exhaustion, poison ivy, sunburn, and other bothers and hurdles in the obstacle course of today's summer liv ing. Furthermore, we have every reason to believe that our people share tots taformatiou with their families and friends. But this safe driving crusade is unique tn toe it danp* a potential back seat driver into a coronating safety influence --tn other words, a co-pilot. There are more than 31.000 women in toe traffic department of tbe New York Telephone company and that's a powerful lot of in fluence when properly directed--either in the back seat or toe front SOME SAFETY DONTS listen for a moment to a bit from toe Crusade 'Leader's Guide. After pointing out to the girl the many roles that she can play to promote safe driving, toe Guide notes "Avoid tensions, irritations--these can be translated into an aetidest behind toe wheel of a car. Don't start a discussion at toe breakfast table which you know may become heated. Let your husband drive off to work in a happy frame of mind and hold the fire for some other time. Tbj* brings me to a sizable and accessible group of women--toe women who work. There are more than 22 million women em ployed full-time in toe United States today bolding one-third of all toe jobs in toe country. WORKING WOMEN POTENTIAL The growing importance of women hi industry is indicated by tbe fact that toe . umber of working women has increased about 57 per cent since 1940 while, during toe same period, the male working popula tion increased only about 12 per cent The days when toe song, "Heaven will Protect toe Working Girl" really meant something are over. Numerically toe working woman is be coming a dominant factor in industry, an important man-power reserve, and a neces sary economic participant. I think, there fore, that we roust conceive that in toe area of industrial safety, women are today an Important factor. Are we taking full ad vantage of toss kind of safety interest and safety motivation? There are probably many people who believe that toe type of work women do is not hazardous, therefore, women do not require the same degree of safety education as men. Tn tbe BeO System a few years ago. we were ruddy jolted by the discovery that lost time oo-tozty accident* among our women employees were naming at twice the frequency of male mishaps. A plan of 23 \ 1957 National Safety Congress co-education was instituted with do lessen ing of emphasis in its application to women, and, today, there is no sndi disparity in the accident frequency records of our men and women. We have found our telephone women to be receptive to fundamental safety icctmdons such as, care on stain, closing file drawers, opening doors carefully, and the tike. We believe that specific suggestions on how to be safe oo the job are much more effective than slogans and exhortations on the overall subject of safety. COMPANY SAFETY PRIDE The average woman in industry is not terribly concerned over office or department safety records in which she is nothing bat a statistic She may experience a vague sort of pride to learn that her company has earned a safety award. She is not likely to be too consdous of her part in winning such an award. The American working girl U a pretty realistic sort of person, a far cry from her ancestors of the smelling Salts era. She responds best to a safety approach that subordinates company banners aad rec ords and brings the matter right to her as an individual I think tbe average working woman will react readily to the type of safety education which touches upon the unpleasant consequences of carelessness onthe-job or at home. Safety takes on a new meaning when its absence is associated with discomfort, loss of earning power, possibility of disability --yes--even the pos sible loss of dignity. One of my own girls asked me with eyes flashing if I'd forgotten what the gals is my own department are doing, and I quote-- "Monthly safety meetings, films, posters, pamphlets, discussious of ways and means to keep everyone alerted to the danger and harm that could affect us. The appointment of a 'safety observer' to act for a month at a time to watch and prevent accidents m die office. The final result--tbe development of a 'safety-eye' for hazards." End of quote. That girl has religion. She believes in toe program. She practices h oa-the-job and at home. There are 22 million tike her that can be reached in Industry today. Her uk of toe term "safety-eye" struck me forcibly. With a "safety-eye" all women would indeed become tbe "guardian of safety" for themselves and their families. They'd see the rubbish in the cellar, toe toys and packages left as toe staircase, the flammable cleaning fluids in the kitchen. They'd sec the danger of a hurried break fast and a dash to the railroad station. They'd try to control toe driving of foolish teenagers. They'd see the danger of the thin spike hed, tbe backless shoe and the long pointed toe. They'd train their families to keep a "safety-eye" open in the "do-ityourself" projects, in highway travel, in sport*--in all daily living. I firmly believe that we women can do a tremendous job in public and family safety education. We have the motivation in our basic ituxincts. We bare the numbers to reach millions of people. 1 have a firm belief that there is a force that can be put to work for safety. Its effects are scattered now but could be drawn together in one great movement. Women have the time, and the talent, and the is of transcending importance. It's up to the men to realize toly, to understand tost we can work side by side with them. It's up to them to mobilize this force and to call upon us really to do a job, a united job. In the safety field s KEYNOTE ADDRESS by MAJOR SENIXAL I. K. YOUNG director-general, The Royal Society for the Prevention of Accidents, London, England The toll of death, injury and suffering-- quite apart from economic loss-- caused by accidents, can only be reduced by constant and continuous attack. That is our experi ence in Great Britain, and it is, of course, only from that point of view that I can talk to you. Personally f think tbe word "accident" Is both overworked and wrongly used. Close investigation of these undents, be they road, home or Industrial accidents, discloses that the main'cause has so often been the failure of the human dement; failure through ig norance, thoughtlessness, lack of considera tion for others, breaking of rules or the disregard of tbe law. Putting it bluntly, incidents, or accidents as we all call them, of this kind should never have happened and are totally unnecessary-- yet with us they amount to oo less than 80 per cent of all accidents. I believe that most accidents are prevent able; tbe arch mquy of prevention Is that attitude of mind that says "it couldn't hap. pea to nt" People who think tike that are rally going about with their eyes dim deceiving themselves into thinking that it is always toe other fellow who meets trouble and they themselves need not worry. The safety worker's weapons are those of education, enforcement and engineering. There are no short cuts to any safety pro grams. Steady and persistent persuasion, allied to the enthusiasm and energy of the safety worker, will produce results despite tbe minor set-backs and apathy which he so often meets. THREE PS OF PREVENTION There is no doubt about what toe three E's of accident prevention can accomplish if given a chance, but though each of toe three can individually accomplish a great deal, they can do far more if they are work ing continually and in the closest possible co-operation. At borne, my Sodety, gener ally speaking, oenfmes itself to education and all that that implies, but it doesn't believe in working in a watertight compartment so it maintains close Uaisoc and co-operation with those responsible for enforcement and engineering. May I add that we also be lieve In a fourth E--Enthusiasm--and a good supply of that is essential. Reduced to its simplest terms, we believe that the actual impIementatioD of a safety program in any field must be undertaken locally. The local safety worker knows best toe local conditions aad can add the necessary local color to a national safety program. My Sodety, In conjunction with the appropriate Government deportments, elects the campaign theme and produces and makes available for the local workers the necessary material, posters and leaflets. Spedal national campaigns are imposed, as thought fit, on top of the steady, all-theyear-rotmd work. These may be of anything from a week to three months* duration. We have found that by this method cen tral planning goes far to ensure that at tbe appropriate and same tone, all over toe country, a simultaneous attack Is launched locally using the same material and all directed to ooe particular and identical as pect of accident prevention. By this means we consider that we have achieved maximum penetration of the public mind. In this we get great help from toe press and radio. MORE MONEY REQUIRED Before T get tied up with figures aad statistics, I want to deal briefly with that other ever-present problem--finance. May I say at ooee that we never seem to have enough! I flunk it is really true to a con siderable extent flat safety can be bought-- and it is just becaase we feel we would like some more safety that yet wish we had more mooey with which to buy it In financial matters my Society does work in watertight compartments; each activity, road, home, industrial, agricultural safety is financially separate aad funds obtained for one activity or branch of our work are not 1957 National Safety Congress Annual Meeting available for another. We rely oo subscrip tions for oar Incase. These case from variety of sources: local authorities, iadas- triaJ firms, transpose organisations, aace interests etc. It is only is (be field of road safety dm t ' grant from which springs the voluntary aeddent prevention work sponsored by my Sodety. We believe that safety in industry most be the concern of all from top management aS the way down the line to the man oo the shop floor. A good safety record should he the mnrrm and pride of employer and To give yon sane idea of ewr adt we oplepoa alike. The safety officer is not n have m Great Britos a fapMM* af Mat eaacabve; fas duties are advisory. He 50 dmU he WwMgttf into the first priming vehicles wiricb they a* miles of ronfe wfckb am+m si the of a new factory or dor exyasaien or alteration of an exist* them. Of oar popdogM are on the ivrragf 11 i those Fsctona As wmd Sodety flheedd be an integral part of any vteeg program for new entry. There is mm* is spending money on a new ma- efcma and only training the operator how to m ir; it is equally rtsmtial to train the wamr bow to use it safely, if only beguse On *n iway i* Gmm l*mm M sasb an accident to (he operator may well cost <Seui reads of same aerate* mmr< dor te wplnjii more than the cost of any (17 is some form of amoat > dmagr door to the machine. 15 an the roads loanrs safety courses 1 on railways 1 ta air k water tampon My Society holds resdcBtiaJ 14 day rotwi for safety officers and has taken (5 in place of work) 2 in factories 1 ID 2 in farms 4 Quarries pan pride fathering the birth of the new sturdy institution of industrial safety officers. To retain contact and encoorage the vjtal interchange of safety ideas and experience we have now industrial safety 7 ratsceftaaeoas. &r drowni&rs, Sports, falls 21 m the home groups operating in ad the mala industrial areas. The Society produces a rw-Wnfawi safety journal (The British Journal of In The annual toO of accidents averages 700 killed, and injuries to between 180,00(5 and 190,000. Machinery accidents are mocb in tfae minority, only about 16 per cent; the remainder are human failure or error acci dents and include falling, handling of o>' teriaU, being struck by a falling object or tripping over things. Poor housekeeping is certainly a contribu tory factor. There is at present an nmni increase in transportation accidents within the factory perimeter due to the fact that in many cases the Internal traffic system was not designed for power tracks, fork lift tracks or mobile cranes. dustrial Safety) and an Industrial Aeddent Prevention Bulletin, together with a aeries of safety codes and propaganda material. We plan and initiate an annual campaign, obtaining locally the cooperation of our in dustrial members and their safety officers, of local dvic heads and of chambers of trade and commerce. These campaigns are usually for a week or 10 days; we completed our 1957 spedal campaign just before I left home, with the theme "Guard Your Hands." Our annual road fatalities are about 5,250 and the injuries 250,000. I must add that according to the International Road Federa tion we have a vehicle per road mile density Safety standards in industry are fixed by of nearly 21 agaiost your 17, and that does Parliament by means of the Factories Act not include the targe number of motorcycles which is implemented by the Factory In (more than 1250,000). spectorate. We regard this official standard as the bare minimum and use it as the hate We take pride that the continuous cam paign (l) is holding these figures despite 26 more vehicles on our roads aod ob in creasing population at ride; (2) baa re* duced the annual fatalities from 7.000 at which figure they were panning 2$ years ago; and (3) has over (be wne period re duced child deaths from five a day to less i than two. HUMAN ftUUJtt As is inAgtry. aa etariotKe of rand accidents shows that one per cam deed never bare happened They am dee to g human breakdown web a* ignorance, show ing off. breaking the kar. drink and task of courtesy to others. It i* a snwei reflection <x> the human character that r always claims to be a good driver If I asked whoever wm drsvwg m* if to was really competent, that individual weald be most .unshed! On die eeher bend if 1 asked soaaeeec. a mi anger, to play golf be would most fikriy toy be probably wouldn't be good mrugfr. in fact be would not claim to be a pins player W be flialo himself pins in the deriding scat We believe moK sincerely in read safety education from the "* the child goes to school at aboot fir* years old. A start U made with (he Kerb DriB (bow to cross a toad) and progresses to cycle training and a proficiency test. Through motorcycle clubs we are trying to teach and train the young motor cyclist. In alt this we have the most excellent help of police and teachers. I believe the child cyclist and the young motorcyclist are greater problems with us than with you. We are most anxious to carry on this progressive training so that the young teenager can be properly taught how to drive. If the next generation is properly trained in road sense, and taught to be defensive drivers, surety they wilt be better and safer road users than our own generation which did not have such good start. PLANS CAMPAIGNS Campaign planning and the production and provision of the necessary material 1$ my Society's job. The actual campaign is car ried out locally by the Road Safety com mittee of local authorities who in many eases employ a road safety officer who comes fo our training courses. The government subsidises approved road safety programs of local authorities to the extent of 50 per cent I must emphasise that I am referring to the cdscational aspect, training and propaganda The Society, m collaboration with the Ministry of Transport, selects an annual campaign theme. This we break down into quarterly periods for which we issue an appropriate planning guide containing sample materials and suggested plans for local cam paigns. Oo top of this we produce a spedal Christmas pack and material for the bask lwMi|t at Easter, Whitson and in August ft is a sad commentary on our civilization dmt ba&days shonld mean more accidents and that Christmas Eve should be our worst day of Ac ysar. As RaSPA House, in the center of Lon don. we mriotaaa ear permanent Road Safety Training Center and Exhibition. Wkb its staff of instructors, this center, by die use of all the visual aids, gives instruc tion which can be modified to interest chil dren and experts. OLD. YOUNG FATALITIES Though faced with some 8,000 or more fatalities a year and an unknown number of injuries, this side of our work is the most backward and meets the greatest apatby, though I am glad to be able to add that it is roily moving forward a little now. The victims are predominantly the old people and the under five's. The principal causes, so often due to carelessness, ignor ance or thoughtlessness, are falls in the case of the old, and suffocation, bums and scalds in the case of the young. Slowly but surely we are setting up local committees which will put in action what is really a major educational campaign. We enlist the help of medical officers of health, district nurses, health visitors, clinics and indeed, every kind of women's organization which we can interest. My Society produces the educational and propaganda material for local committees to use and we are now issuing a regular quarterly planning guide. Our own home provides us each with our own background. What happens In it affects our attitude and frame of mind, not only when going to and from our place of work but also when at work. If we could really get to the bottom of every accident we might well find that some minor accident at home 1957 National Safely Congress had set off a chain of reactions which be came the primary cause of our accident on the road or at work. NOT CLOSED SHOP The moral is, I suggest, that accident prevention is not a dosed shop and that there must be a real overlap when dealing with the different kinds of safety work. From a dose study of your Congress program, from the titles of the many inter esting papers and addresses that will be given, even more so from noting just who your speakers are aod what they do, I am convinced that our problems are similar to yours. I have come here to leant and to take new ideas bade borne with me. We are happy that in Great Britain we are assured of the closest possible contact and eo-operatiou with your Air Force units stationed oo our Island; we believe in set interchange of ideas and methods. It was for that reason that we were so glad to have Mr. Ned Dearborn with us at our annual Congress. I am both proud and delighted to be here as the representative of my Society and would like to say here and now a most sincere thank you to you all and to wish you a most successful Congress. ANNUAL BANQUET BANQUET ADDRESS by HONOHA1LI WILLIAM 6. STRATTON Governor of the State of Illinois The opportunity to. talk to this meeting tonight is ooc I have been anticipating for wxne weeks. It ts good to be here in this atmosphere of dedication to a cause most important to every American--the cause of taicty on our highways. i am certain you know the intense Interest the national Governors' conference has in this subject, and I bring you the greetings ind best wishes of that conference, along trith the welcome of the people of Illinois to your congress. ' talk of the tremendous job ahead--the chaltenge faang all of us here and all people in this rapidly expanding, constantly mo torized, economy. I conducted a conference with department and agency heads who direct various phases of the traffic safety program here in Illi nois. Representatives of the National Safety Counci! sat with us in the meeting. We discussed, analyzed, and dissected what we are doing to reduce traffic toll in human loss and economic cost It would be encouraging if we could talk of nothing but progress is the drive to end the killings on our streets and highways. It would, however, be shortsighted indeed, even tragic, if we accepted what we have done with a complacent pat oo the back, and said ii is enough. It is far from enough--remotely far from enough. TOUGHER LAV. ENFORCEMB4T Here in Illinois in 1957 we took giant steps toward redoting the highway toll-- through new and tnugtm laws, through ixavy increases in our police force, through advanced planning for the education of younger driven, and through better local enforcement. It Is true we did tins, and it ts true it seems to be laving a saintary effect, but it is oot enough. In non of our other states the subject of traffic safety itcdrel dose legislative and administrative scrutiny, and progress was aide, to be sure--but it wasn't enough. Truly, 1957 has been a year of action oo the safety front, but our figures and our studies show it is still not dough. I Thus we must not talk of success, but of ahat must be done in the future. We must We learned we are making progress, that things are moving ahead in th>* war for safety, that results to date have been good, as has been pointed out here tonight MUST INCREASE ATTACK We learned something more important however. We learned that what we have done is not enough, that much, much, re mains to be done, that the attack must truly be stepped up. We left that meeting, I am convinced, with new drive and desire to ac complish our goal--the reduction of traffic toll to the irreducible minimuro--and with the conviction that it can be done quickly. Then a few days later we opened our newspapers to read the sickening news that five teen-age boys had died in one oo a road in northern Illinois. We learned that they died in the shattering crash of a car which a second before had beet going 100 Rules an hoar. Any satisfaction we had experienced, those of us in that conference, was wiped out in that tragic instant Some way, for some reason, this message of safety had not sifted through to the boy who was driving that car, or to his companions. Certainly, we are malting progress, but our new laws, our added police, our inven- 29 1957 National Safety Congress Annual Banquet tones, oar expensive advertising rarwpaifm* missed the mark in that case, and five were dead. We must divert to our oae the sJaS a*; techniques of modem marketing, to *eS ear product--safe driving. American public in a busy world. Even ifr-Migh we have finally sold the idea that a fM'g.ww to drive Is a privilege and sot a right, modi remains to be done to create an Wc missed the mark. So it is that we should not talk of success, but of what is wrong. Where is our failure? Why are we not getting through to all the people this crucial message of traffic safety? 1 note that your programs in this congress have sooght some of the answers to that question, and I believe sincerely the solution to the problem lies among you here tonight. You are the persons who have the know* how for action. Your firms daily cal! upon the boundless energy of American ingenuity to operate this nation's business and industry. If we can channel your knowledge, your experi ence, and your enthusiasm, into the field of traffic safety, the greatest killer and crippler in our time would be well down the road to defeat. Much attention has been given of k gprored donate for traffic safety through the powers of persuasion which marks mod ^proved salesmanship. ern advertising techniques in atafing ex panding markets. The key to tbe effort. in many keen advertising minds, is to ob tain the knowledge of what motivates penpic, and how their behavior an be by changing the motivational forces work ing upon them. The use of +tiy p*y. choanalysis to guide campaigns of persuasice has become the basis of a multi-million dol lar industry. We * search again to create in the Mil of the public the proper image or symbol to associate accident prevention and traffic satiety with all that is good and necessary. We must probe to find what the symbol Is, and we need scientific knowledge and help to do tt. Some of your discussions here have posed this same possibility in the field of home safety, but accident proaeness is not limited NEED MOTIVATIONAL RESEARCH I to step ladders. What these advertising people are learn- U We know new that constant hammering mg about us could be useful in the field oi at the fact x person might be killed or traffic satiety. Perhaps our answer is to han the motivational research specialists tun their attention to our problem. maimed in an automobile aeddat is not a powerful enough deterrent to irresponsible driving. We most reiaxup oar approach. We need your help. Government and taw can go only so far. Public support--(and the support we have received in Illinois is one of the most gratifying aspects of our safety program)---can,do only so much. This emergency calls for skill, for adroit and A basic theory advanced by these subcon scious salesmen in their work is the buildmj of images that should arise before a per son's inner eye at the mere mention of a product's name. The images the experts attempt to build into these products re We must find or create a more meraingfal symbol than death to drive our point borne. Loneliness, scientists tell us, is perhaps the most unbearable of human motions. Perhaps this is tbe peg for traffic safety m our adverting aod educational efforts. effective appeal to the individual driver's semble something in the person's gownl, IS IT WORTH IT? conscience. It is ace of the most perplexing human behavior problems facing our states today. We can set speed limits, and we have done so in Illinois. We can enforce those limits, and we are doing so. make-up--a quality or trait to be admired' --an expression of ooe's achievements. ! Perhaps one of the most spectacularly < successful image building performances ha* been that of the automobile industry*. The automobile has become more than Imagine the MdcSbcss and despair of a vile mbo loses her fiaabond m a traffic ac cident, or of a man who is hopelessly eonfined to bed as be continues to relive tbe horror of Highway tragedy and brood oo the emptiness he must face' because Ins ILLINOIS* EFFORTS only a method of transportation. It now tells people who we are, or who we want to family was slaughtered in an accident of hit making. We can enact stringent driver license re quirements, with strong penalties, and en force them--and wc are doing that in Illi nois. We can appeal through our media for support, cooperation, and caution, and we are doing that We can exhibit the be. One man said, "It is a portable symbol of our personality and our position." Oae research report even went so far as to place certain brands and colors of cars In buyer personality groups. If this research is effective in tellini We know so little, really, about people and why they are involved in accidents. We list surface reasons----excessive speed, for example--but we don't know why the driver was speeding in the first place We seed to know with certainty what prompts that horror of auto tragedy, attempt to frighten dangerous people into sanity os - the road. But it is not enough. The bitter fact is-- it is not enough. We need something further to produce a better driver, a more aware driver. We must make our driven alert to the constant danger, the continual hazard they face when they sit behind the wheel. We must do in the field of engineering, through the ef fective employment of the knowledge gained from our social scientists. manufacturers who are buying their cars, and why, it is quite possible that thn.samt, kind of research might tell us what qiixtl among the purchasers of automobiles'lead to traffic violation and accident. Certainly there is potentiality of this rnodmiM- vertising technique developing into an pm- portant tool for our purpose. * like the hucksters, to be successful we must sell safety mnch the same way they sell soap, toothpaste, and automobiles. We are competing for the attention of the driver to fly in the teeth of disaster, and how wc can reach him In time to prevent it. I propose that the leaders in motivational research conduct extensive studies to depth probe the underlying reasons for some per sons* irresponsible action on the streets and highways of this nation. What we learn from them would he extremely valuable In developing an effective educational campaign on matters of traffic safety needs and progress. 30 It is encouraging to note that North western university at Evanston recently an nounced the inauguration of a three year research program in which the social scien tists will assist ut a study to determine the nature and causes of traffic accidents. While this is being carried out, we on tbe official side of the traffic accident pre vention picture will do whatever is in our power to carry out the recommendations for state and local government Improvement. MOVEMENT NEEDS LEADERS We must, however, look to you--the leaders m industry and business--to pro vide ear states and municipalities with the citizen support so necessary to conduct an effective and continuing program for life saving action. We will improve our engi neering. oar enforcement, and the education of drivers. You must bade us, and I know yoo wHL We long ago passed the point where traffic sa/vry m* considered only an official >htty. with oo role for tbe citizen other than passive acceptance of laws and regula tions. AS of us now realize the importance, the vital importance, of public support through acceptance of the laws and regula tions. and the value of the backlog of public spirited organizations Rich as those which have made with marked inroads on traffic dstk here in the city of Chicago. Basina* and industry can provide the tinews for dm support. We seek from you that strength, and I do not believe I am pramepenoos if I point out that it is to your best interests, to back this attack. A recent study by the Citizens Traffic Safety Beard of Metropolitan Chicago showed more employee time is lost to Chi cago's industries through traffic accidents and traffic law violations than from any other single cause, with the possible excep tion of tbe common cold. ACCIDENT FACTS Lost time means lost money and reduced production. Industrial safety people are well aware of this. Their work was a direct outgrowth of management's desire to reduce on-the-job lost time accidents. How well (hat work has progressed and how suc cessful industrial safety has been, is graphi cally presented in one of the National Safety Council's publications called Accident Facts. 31 1V5/ National Safety Congress Annual Banquet Tbe CoodcxI has compiled no-injury rec ords m 36 different industrial classifications ranging from chemical to mining, from iron and steel products to meat packing . , . totalling millions of man hours without ac cident It is a sad commentary on tbe ability of America's driving public to com pare a record of one person seriously in jured or kilted about every 30 seconds on roads and streets, against this record of millions of injury-free industrial man-hours. The study I referred to earlier also re vealed that although traffic acetdmts and violations account for a big share of the absentee problem in industry, traffic safety education ran a poor second or third to other company-conducted oflf-the-job accident prevention education . . . and lags far be hind industrial safety programs in -- and expenditure. If aB of you will go back to yoor com panies armed with the knowledge that in dustry can reduce its absentee problem by taking a greater interest in community traffic aeddent prevention programs, then this nation will see the greatest strides in traffic safety improvement we have ever known. ILLINOIS ENFORCEMENT Traffic safety training in industry will pay dividends, not only to industry Itself, but to all the public. Consider this when you return to your firms. I do not expect, incidentally, any company to become as strict in this matter as we have in the state of Illinois government. I have issued orders to my department heads that willful violation of traffic codes on the part of any employee is grounds for dismissal, and this order has been incorporated a* part of our personnel regulations. Needless to say I find fewer state-owned vehicles passing my car on the roads of Illinois than in the past. I want to avoid technical discussion of the various facets of traffic safety solution. As I have emphasized, we have reached the stage where we ratal go into the theoretical aspects of traffic safety to brace up toe accepted techniques of engineering, enforce ment, and education. I know, however, this group is interested in the work the governors' conference is 32 . doing in this matter. This month, our stall is forwarding to tbe president'* committee for traffic safety a series of studies for its cactideration. These studies Include toe concept of intergovernmental coopera tion, toe reporting and filing of accident records, the stress on coordinating meetings such as the one I mentioned earlier, a study of laws and ordinances, and the general problem of traffic information. This fight is going forward on all fronts of government, from the president down to the local law enforcement agency. It must continue, because we are a growing nation. Our employment is growing; our wealth is increasing; our knowledge is expanding. of sound law; education; better highway*; total use of all our resources. This we can do, but it is not enough. If we could spark in each motorist toe intense interest and desire to save lives which per vades this room tonight--If we could trans mit to all toe seal which marks the Na tional Safety Couorii ,.. there would be no traffic safety problem. I thank you, toe workers and members of toe council, for your help and for toe programs you have devised, but I remind you that toe snores of your program*--and mine--rests with our ability to sell those programs to all toe peo ple. We have only partially succeeded. Our sense of achievement must be tem pered by realization of areas of failure. We fail when there is one needless injury, vrfaa ooc careless accident destroys our re sources, either human or economic. I know we have the overwhelming ma jority of toe public backing us in this fight. It up to us--in government, in civic groups, in business and industry--to justify that faith.^^ That expanding knowledge has given us an apparent answer to the dread disease of polio. It has apparently conquered tuberenloris. Pneumonia is no longer a certain foSer. Smallpox is virtually a forgotten disease. We know these advances have been made, because tbe rates of incidence, and of fa talities. are down. Mind you, tbe rates are down. In the face of expanding populations. That is tbe criterion we roust use in as sessing our success or failure in the traffic safety fight. Let us look at toe traffic situation In toe light of that criterion. Here the numbers of deaths mtioowide are Increasing. That m judf might not be a bad trend in the face of booming mileages and increased numbers of vehicles. But toe tragic fact is the rate is not decreasing. The death rate, after a few years of heartening decline, appears to have levelled off. MUST PROTECT AMERICA'S SAFETY In our race to launch satellites, to create new machines for war and for peace, we must not lose tight of the duty to protect toe health and safety and welfare here at home. Only toe Almighty knows what po tential for scientific progress, cultural ad vancement, for toe good of all, was snuffed out when five boys died at 100 miles an hour. We must find toe way to stop this killing. Personally, it is my determination to' maintain Illinois fat a position of leadership in thij program. Everything on as official level will be employed-strict enforcement 9 . AWARD PRESENTATION by PAUL 9. HOFFMAN chairman of the board, Hoffman Specialty Mfg. cocp., Indianapolis, Ind. (former president and director, Ford Foundation) The annual Safety Coogress has long been a Mecca for tbe safety leaders not only of the United States but of many other land*. This year is no exception. Tbe presentatkm of this new highway safety award could not have a more appropriate setting. or a more sympathetic audience the guests assembled here at this banquet. I am delighted that you can all join me In paying tribute not only to tots year's winner, but through him to alt toe dedicated men and women who make their careers in highway safety. Is my many years of association with the safety movement, I felt that the amateur* in this field have always received ample recog nition, but the professionals far too tittle. It is the day-by-day work of these career people, with their know-how and steady application, that has been responsible for the substantia] reduction in toe aeddent rate. Bring of this mind, I was happy that there was a Bcecroft Award in other years to honor sudt great professionals as Com missioner MacDonald of the Bureau of Public Poods, Chief Justice Vanderbilt, Sidney Williams, Frank Kreml, Ame Ney- hart and others. It was men of this caliber who shaped tbe course of toe traffic safety movement as wc know It. It was mm like Williams and Kreml who said from toe first that there could be no Simple remedy for traffic accident*--that only a balanced program of education, en forcement and engineering could cope with a problem which is as complex and dynamic as traffic itself. As against a quest for ingic panaceas, they urged toe develop ment of scientifically trained specialists. They counseled--and helped to chart--ra tional measures solidly based on facts. REQUIRES BALANCE) PROGRAM Of course the concept calling for technical direction of the safety program by experts does not in any way exclude the amateur-- the volunteer. On toe contrary, toe support of laymen individually and in the mass is imperative. Without the backing of an in formed public, even the best-laid official plans are futile. Volunteers must assist the duly constituted authorities charged with the responsibility for doing the job. Acceptance of this' philosophy, for in stance. led toe automobile industry in 1937 to create the Automotive Safety Foundation, an organization which I had toe privilege of beading for several years. Later reinforced by other industries, the Foundation regularly has made grants of 33 1957 National Safety Congress Annual Banquet fund* available for the professional training of enforcement* engineering and other spe cialists, as well as for research. It also has provided funds or staff services, to a num ber of great national organizations active In this field, m the interests of a more co ordinated effort. HIGHWAY SAFETY GROUPS Granting these plausible assumptions, there is no logical reason why the fatality rate cannot be pushed down to three within the next 15 years. This rate already has been reached or approached by more than one state The public interest, the welfare of all of us, demands that all the states try to achieve this goal. I am convinced they can-- given, on the one hand, the necessary deter The cooperative work of many official and volunteer groups resulted in the formulation of the Standard Highway safety program mination: and on the other, the benefit of the knowledge and seal of sudi professional leaders as the one we salute here tonight for states, embodying the general principles I have mentioned. Out of this subsequently evolved the Action Program of the Presi dent's Highway Safety Conference--now the recognized charter for traffic accident pre vention in America. The record shows unequivocally that we are on the right track. It proves that the rational, not the emotional, approach to highway safety pays off. In 1535--the year that J. C Furnas tossed a bomb into the nation's complacency with his sensational article about traffic accidents, titled "And Sadden Death"---the national fatality rate stood at 15.5 deaths per 100 million vehicle miles. Last year the rate was only 6.4, a decrease of 60 per cent. The organized safety effort the past 20 year* has saved 300,000 lives, prevented 17 million injuries and curtailed economic losses by approximately $45 billion. We should do even better in the future. The recipient of the 1957 Award was chosen by an able board of judges: General Alfred M. Gruenther, president, American Red Cross; Dr. John A. Hannah, president, Michigan State University: Mrs. R. I, G Prout, president. General Federation of Women's Clubs; and W. Earl Hall, editor, Mason City (Iowa) Gtobe-Gaselle. Theirs was no easy task. Almost without exception, the many candidates nominated for the Award are individual* of stature and high professional attainment in their respective fields. From among than the judges selected one of the foremost safety educators of our time, a great planner and organizer for the disserranation of safety knowledge, the man who headed New York University's famed Center for Safety Edu cation. from its inception in 1936 until hi* retirement from the post last month--Dr. Herbert J. Stack. For one thing, the Federal-aid Highway DR. STACK'S ACHIEVEMENTS Act of 1956 offers an opportunity to bring into full play the Engineering E of the baste Three E's of safety. Heretofore, as we all know, ability to get the most out of this phase has been severely limited by lack of funds for roadbuilding. The experts predict that completion of the Interstate System alooe will save 3,500 lives a year. FUTURE'S ENCOURAGING Citing Dr. Stack's great contributions to the cause of highway safety is doubtless superfluous, since most of them are already known to everyone. I limit myself, there fore, to just a few highlights. More than 11,000 persons trained under his direction at the Center arc now serving as leaders and teachers in colleges and uni versities, in elementary and secondary edu We may also assume added impetus the next few years from expanded research, from stepped-up professional training in our colleges and universities, from extension of high school driver education and adult cation, in commercial and industrial organi zations devoted to safety, in commercial fleets, in governmental agencies, national, state and local safety groups and private safety organizations. safety education, from better licensing pro cedures, from refinement of selective en forcement and upgrading of traffic courts. We can expect, too. a constant broadening and deepening of organized public support. He has been instrumental in setting up teachers* institute* and special safety pro grams in numerous coDeges throughout the country; and has helped to organize state safety education programs in many states. j < J 34 He has written or edited more than 100 books and articles on safety education, some of them widely used as text material. He has guided significant research in such vital areas as driver behavior. No less Important have been his indefati gable efforts in behalf of teamwork in the attack oo aoddents and other traffic prob lems. For five years Dr. Stack has served on the Board of Directors of the National Safety Cnadl He bas always stood for the closest possible coordination of safety education with the other basic disciplines and activities. In this role, be bas been a pillar of strength in the organized safety movement of America for a quarter of a eentuzy. Fortunately his period of service to safety is by no means at an end, He remains as chairman of the Department of Safety Edu cation at the Center and as program asso ciate will continue to supervise its research program. He will also continue as consult ant and faithful co-worker with many major groups enlisted tn highway safety. It gives me great pleasure to present this plaque, symbol of the first annual Paul Gray Hoffman Award for outstanding pro fessional services to highway safety, to Dr. Herbert J. Static^ WOMEN'S ACTIVITIES OUR ROLE IN SAFETY LEADERSHIP OvHIm of iRtrwrfsctory hMrb by MRS. RAYMOND SAYRE vie* chairman, Women's Activities Conference, N- S. C, Ackworth, (owe Our role Is to promote effective safety pro grams. Traffic probtsns do sot have fenders. L What we can do through our organiza tions (wot specific activities hut general principles) a. Dctenaee projects ou the basis of ycsicat need after studying your local tormloey or making a local survey. b. Be sore the safety activities of year groap are tied into the overall bal anced program for safety being car ried on by official and other voluntary group*. c. Help boild a strong local safety or ganization or work in one already established and give assistance to its program, (not moot./ hot voluntary " ' leaders and workers) d. Make all possible use of services available to yon-- highway safety de partment, National Safety Council, Extension Service, governor, mayor, and police department. t i-j everything possible to tram your self and poor leaders to be qualified hi the field of safety. . <1) Understand all of the problems (2) Know your own laws relating to safety (3) Know services that are available (4) Know solutions that are effective so you can be for something (driver training) (5) Know bow to measure what you have against accepted standards (Inventory--Uniform Code) 2. What you can do as individuals a. Cituent--Support law enforcement Support needed legislation Support communityprograms for safety <go to meetings) b. Accept positions of leadership (1) Be a leader who can be counted on (2) Be a trained leader (3) Be an enthusiastic leader--the job can be done? (4) Be a leader who is willing to work even though you do not al ways get credit e. As creators of attitudes (1) In the community (citizens) (2) In the home (training of chil dren) d. Safety problems, basically, have moral and spiritual value (1) life is predous (2) We have a duty to others as well as ourselves--"We are our brother's keepers'* ''Watch out for the one behind you"^4k. TIME FOR DECISION by WILLIAM . JOHNSON assistant general manager tor programs. National Safety Council, Chicago The traffic situation today is a product of what was done and what was not done yesterday. major break in the traffic death toll occurred when the motor vehicle death rate took a sharp drop shortly after 1935. It was at During the past 30 years agencies of the national leddent prevention movement work ing with public officials and civic leaders, have developed a balanced comprehensive program which, when applied with reason able vigor and intelligence, has produced marked reductions in traffic fatality and in jury incidence. The program agreed upon and reduced to writing, began with the Hoover Conference of the early *20s and has continued through White House Conferences and other meet ings. It is represented by such books as the Action Program and Regional Confer ence workbook of the President's Committee for Traffic Safety, a Business Advisory Pane! brochure oo state organization, and that time, through the Automotive Safety Foundation and other agencies, that the first real impetus was given to the application of recognized programs. From 1946 until 1954 the national death rate dropped another 36 per cent, but avail able data indicate personal injury and prop erty damage incidence rates did nee parallel the decrease in death rates. We see mileage rising sharply--mileage almost doubled from 1946 to 1954. The death rate had shown a sharp drop in the early part of the post war period, and deaths remained about constant. Then as the death rate leveled off, deaths began to rise, almost keeping pace with travel. I re-emphasize that the non-fatal accidents which account for 97 the excellent report prepared last year by the Governors' Conference. The immediate problem has gradually be come one of applying known principles. We stress a balanced application of a compre hensive program because the general public seeks panaceas. If three-fourths of the cities and states bad applied these principles as well as the one-fourth with the best records, accidents in 1956 would have been ooe-third fewer, and not even those best cities and states fully applied the program. per cent of accident-cost did not parelld this death rate decrease. Noo-fatal accidents were rising. NEED MORE PREVENTION WORK Detailed program reports made as a part of the Annual Inventory of Traffic Safety Activities and other lavatories reflected increased application of standard programs, but not at the same rate of growth as ve hicle use and population. Thus, the addi tional prevention work needed has steadily increased. For example, 1963, data would be reported and analysed in 1954; thei per REDUCED DEATH RATE Results were achieved even though appitcatioo has tagged behind the growth of the basic problems of increased population, car registrations, and travel. From 1925 to 1940 the national death rate per one hundred million miles of travel was reduced 36 per cent and available data indi cate that the on-fatal injury and property damage accident rate also declined. During that period motor vehicle travel was steadily increasing--it almost tripled. As mileage went up and the death rate remained con stant traffic deaths rose steadily. The first haps in 1955 approximately one-third of these increased programs needed would be authorized by the state legislature or the city council The result, u 1955, wt were no better off than we had been In 1953, and by 1956, with travel still rising, we were somewhat behind where we had been. However, re ductions in aeddents have continued to be reported from states and cities which have applied the balanced comprehensive program with sufficient strength to control a growing problem. Today enough is known about traffic accident prevention so that reasonable at 38 tVomm'j Aetwitiet tainable application of the program can cut aeddents is half. And we emphasize that we are talking about reasonable and attain able application of the program, not about an utopia. Reasonable, attainable application can cut traffic aeddats is half. Chambers of Commerce and safety or ganizations. Last but far from least, coordination of state and local programs--the people re sponsible: governors, mayors, county offi cials, and citizen leaders. Yet traffic acddoits hit an all-time high in 1956. Forty thousand dead, one million four hundred thousand injured, tea million accidents, and four and three-quarters billion dollars lost. Acddent rates rose m 1955 and stayed up in 1956. That's the first such two-year set back since 1941. Travel has almost doubled in 10 years. Acddent pre vention programs are being swamped by the cumulative effects of more and more people, more vehicles and more travel. THE PREVENTION PROGRAM What is the action program? What are these standard programs? What are the objectives of the program? Let me read them. Sound uniform laws -the responsible agen cies are legislators and dty councils. Adequate acddent reports used to guide pro grams-- official record bureaus. Good instruction for children and youth-- m the schools Traffic supervision and firm enforcement--by the police. Dispose justice and create respect for law --the courts. I hardly need point out that objective has sweeping implications for many of our other social problems. Strict requirements lor obtaining and re taining driving privileges--license authori ties. Increased safety of existing roads aad streets, through engineering, and construetiou of additional streets and highways to carry traffic safely--objectives of street and highway departments. Vehicles progressively easier to operate safely and mintmlzmf injury potential-- the manufacturers. Vehicles maintained in mfe operating condi tion--inspection authorities. Gtizens, two objectives; informed and safety minded, and supporting accident preven tion -- the agenda: the media -- press, radio, and TV; citizen groups such as service clubs, veterans organizations, PTA. NEEDS IED.ROCX SUPPORT W emphasize a balanced program, with a structure which somebody said is several thousands of yean old. Perhaps balance and soundness kept it standing. It's a struc ture to support our objective of good traffic --good traffic which is safe, smooth, and economical, We show the elcmpits of that program--roads, traffic engineering, vehicle, public education, school, driver licensing, police, courts, accident records supporting the whole program, a foundation of sound laws, and all this tied together by team work and leadership. But you see that the structure would not stand up, it would not be substantial, unless it was on a bed-rock of citizen support How does our structure stand? The state acddent prevention activities for 1955, aad the results for 1956 are not much different: in tiie status of preventive activities, the average performance of 47 states was 66 per cat of the minimum program. I em phasize the minimum program. The average performance of 875 cities with more than lO.tibO population was 50 per cent of the nuTuznum program. Now let's lode at some of these elements in terms of our balanced structure. HIGHWAYS, ROADS From 1946 to 1956 we did not build enough additional roads to park the addi tional cars we were operating. Now, as a matter of national policy, we Have created the Federal Highway program on an ex panded basis to take care of the interstate road system. If we are alert to preserve against certain pressures the safety features, sodi as planned access, on that interstate road system, we will get substantial safety benefits: What about the dries which have lagged behind? Are they going to plan on that same basis to handle tomorrow's traffic? What about the costing toads and streets? Traffic engineering on those is woefully inadequate. We do not have enough manpower to study the high accident locations. We do not have the budgets to 39 J9i~ National Safety Congress Women's Activities correct those location* after the studies are made We do not have sufficient state staffs to give the proper assistance, the land of assistance they need, to small communities. The vehicle. Today we have a vehicle which is extremely easy to drive safely. Unfortunately, it is also extremely easy to drive dangerously. Until recently we felt that the automobile advertising programs would encourage the use of this potential in an unsafe way. The recent change in ad vertising policy of the motor vehicle manu facturers is a tremendous step forward. We do need to make additional progress in de signing vehicles which minimize injury po tential. Accident records. We do sot have spot maps necessary to diagnose die trouble spots; we do not have the location files necessary to study them; and we do not have the manpower to use the records we do have. Lams. We have non-standard hand sig nals; we have differences in rules of the road; and we have wide differences in atti tudes on speed Teamwork and leadership tie this thing together. Often these are not even recog nized as necessary ingredients of a program. And when they are recognized, often the tremendous trifles, the details of getting that teamwork and leadership are not recog ADEQUATE ENFORCEMENT LACKING nized Public education. We know that the quantity's enough--you hear enough, and read enough in all of the media--but what about the quality ? Is this information effec tive in preventing accidents? Do we know enough about working with groups? I think not. We have a lot of enthusiasm in groups, such as the service clubs and veterans What about the foundation of citizen support? Unorganized Id many cases It has inadequate leadership, poor direction, and faulty technical information. Often we throw away our books and settle for sup posedly cheap panaceas, special campaigns, shortcuts, and gimmicks. I wish I could tell you that there was a cheap panacea organizations, but how do we use that en thusiasm? Elementary education is pretty goodDriver education in the secondary schools is woefully inadequate. Last year we trained approximately one-third of the eligible stu dents in driver training. Safety in the col leges and universities? In many respects, for this problem, but there isn't, and we must all recognize the need for a fully balanced, comprehensive and adequate pro gram. Now that we`ve marked up our current status, it's a pretty "ratty** looking struc ture. No wonder it won't support our ob jective of good traffic. this is just getting started. Driver licensing. Examinations are good in some states, poor and inadequate In others. Driver improvement programs--calling in drivers for corrective treatment when their records so indicate--do not have enough manpower to study the records, to work correctively with drivers, and do not have a firm enough attitude on enforcement to take off the road the incompetent, unwil ling driver, who will not drive safely. The police. Inadequate manpower, inade quate training and administrative practices leave much to be desired. TOMORROW'S FORECAST What about tomorrow? This nation will continue to grow; by 1966 one hundred ninety three million people, up 17 per cent; ninety million drivers, up 25 per cent; eighty two million ears, up 34 per cent; right hundred twenty five billion vehicle miles of travel, up 47 per cent It is anticipated that growth in travel will be the same is the next 10 years as in the last 10. If accident rates continue un changed, 54,000 people wiO die to 1966, one million tune hundred thousand or more will be injured and 6.3 billion dollars will be Courts. Do we give dispense justice? I lost think not. Are the courts conducted with dignity, or do we still have the horse and buggy justice of the JP system prevelant throughout much of the country? Do we have integrated administration of state courts from the supreme court down? No, in most states. In fact the situation is becoming pro gressive!y worse. Rates will continue to rise, accidents will skyrocket if prevention programs lag behind travri. The results will be deaths, injuries, damage, congest!oo and a stunted economy--oot only because of the accident and congestion waste, but be 40 1 i ' cause motor vehicle travel limitations im pose a limit on economic growth itself. What are wr going to do? One element of the balanced safety program-- building new roads and streets--will be doubled, comparing the past with the future. What about the other elements of the comprehen sive program?--Law* which have been sub standard--are wt going to have sound, uni form laws? Uses of accident records. INCREASE DRIVER TRAINING Vanik education--One-third of the stu dents eligible for driver education in high schools were trained last year. We kamr that every youngster today for all practical purposes is going to drive a car. How long are we going to writ until we give those drivers the* rraimng that they need ? At the present rate of progress it will be 1965 be fore we are training 100 per cent of the drivers in the schools. Can we wait that loog? Police supervision. I emphasize first that we are not just talking about more. We are also talking about better enforcement We are talking about the non-fixed ticket We are talking about selective enforcement at the times and places where violations cause accidents. Court effectiveness- Will we have an in tegrated apart >rturi in each state com parable with the fine system in New Jersey? to make better use of group enthusiasms? Will we hare better aim in our public edu cation program? What are we going to do? What now? There is an alternative to these hard facts. It is federal control of traffic. The Ameri can people have exported to the national government many of their problems which were not solved at the local and state level. There have been rumblings in that direc tion already. The Roberts committee of the House of Representatives wag told by many witnesses that the federal government ought to take federal driver licensing authority on the interstate highway system. Fortunately, is our view, the Roberts com mittee does not see it the same way. But how long can that go os? How long can the states and the communities fail to. live up to their responsibilities and still expect the federal government to stay out? The people wilt ask the federal government to come in I'm afraid. The answers to these questions rest with citizen leaders who will help build public support for these official measures and will help imbue each driver and pedestrian with a sense of personal responsibility. There are several questions that eaeh of us has to answer. These questions are: first--Do you have influence- in your com munity and your state? and second--Are you part of the problem or are you fart of Other areas of improvement are: Driver licensee Engineering on existing streets Vdaek Snip VriBcfe mamtmance P^Bc idu sfiim Will we have research work to give us the information we need the solution? 1 hope that you will definitely determine that you will be part of the solution. If you deride to be part of the solution, the people of America will owe you a debt of eternal gratitude. These days are truly the time for decision. THE TRAFFIC PROBLEM by JAMES D. HILL * * * * J*--*--- ei.ij cv- <ini Kt,iinn>l Safetv Council. Dallas. Tex- The traffic problem is our mutual interest. I think before we go too far Into the matter of deriding how to use this tori of accident prevention, it might be well to dwell a little bit on what the traffic problem is . . . what it constitutes. What kind of problem is the traffic prob lem? We get so busy sometimes I think in trying to solve the problem, we are on the run fit has ns oo the run) and we don't analyze the problem adequately before we try to do things to solve it The question 41 1957 National Safety Congress vises whether we n into some lost mo anybody aays about anything. Lodesslap tion is this procedure, so let's is sotae detail irratic and frtqoentfy diibnnwt snag soda examine this thine that we call the traffic people. That we all rmogiasr. It is easy to problem. recognise because hi most ways them people We can describe the traffic problem as arc ignorant or asderprivilrged. a problem of knowledge. We have had auto* It is doc quite so easy to recognise when mobiles 50 yean, 50 yean in history is a you find a bunch of people who are smart short tune. People havm't learned bow to in most ways, well-informed m moat ways; drive . . . right. That is more or less obvi but, ignorant in one way, which is die ous. I think we can all accept that de- situation we are to, m oar ao-csSed traffic * scriptioo of the traffic problem. problem. Yon can get a kwh of people WE JUST DON'T KNOW Something that is pot quite as obvious is together who are what we would call upand-coming people of the community. wcDinformed, wril-cultivated and weQ-motrvateL that as civic workers trying to prevent acci dents, and as officials working at the job of trying to prevent accidents, we too, are suffering from the impact of a new proUan. We too, are delinquent in the knowledge of how we might do our job to prevent acci dents. We are just as subject to it as the driver is to lack of knowledge As we must be tolerant of the driver and understand him and the problem that he lacks bask knowledge o! bow to do his job of driving, You can ask them what to do about the smallpox epidemic and they operate at once With a minimum of lost motion. You can get these people together and ask them what to do about polio, about cancer, about any problon of public health, and in general they waste a mimimau of rimy deriding what to do about it and they get about doing what they have derided to do about it so that driver must be tolerant of tis too, NO ORGANIZED THOUGHT and understand that we are still trying to find out how to do our job best But you get these same people together at a meeting and let them deride what to When I say **we," I mean it very broadly; do about motor vehicle traffic acodcits, and the National Safety Council doesn't know they remind you of a man that jumps on nearly so much about doing its job of his horse and tries to ride off in ail direc accident prevention a* it ought to know. tions. Everybody has a different idea, no If we knew all the answers to the problems, body likes to follow anybody, nobody wants we wouldn't be having 35,000 to 40,000 to accept what anybody else says. people killed In the United States every The chances are if I make a safety speech, year. One of the essentia] components of there are people listening to me and wonder any kind of a wccessfui and a defensive ing bow fast I drive after I make my problem must be humility. We must admit safety speech. They wonder how much of we don't know. what I preach, I practice Isn't that a IGNORANCE IS MISTRUST characteristic of this thing we call the traffic problem? Don't we have the mis We can call the traffic problem a problem trust bom of ignorance among otherwise of Ignorance, an unprejudiced ignorance, well-informed people permeating or think perhaps, an ignorance that can't be helped, ing about the traffic problem? but an ignorance that should be recognized. People just don't know, just don't Iqww. Now then, <me of the characteristics of ignorance is mistrust. One of the almost constant corollaries of ignorance Is mis trust This is easy to recognize. I recognize this sort of thing as an occnjwtiooal hazard to me There is abroad in the mind of the people a cult of onbelief. We m so many eases don't really think that much can be done. We don't like to follow what people suggest to us Some of you know what happens when because we aren't really well sold that what you go into a small area, an area in a dor we undertake will prevent accidents. I where everybody is underprivileged about believe we can describe the problem m terms everything People in such an area don't such as that know who to follow; they don't know who to trust; they are loath* to accept what I believe we can also describe the traffic problem as a psychological problem. You 42 Women's Activities know the psychologist studies the behavior that Society imposes on us. We may even of individuals, and like most people who do an overt act or revolt against them. specialize in one riling or mother, he comes up with some terms that arc not familiar to laymen, but which laymen can perhaps use to benefit So let's explore what this We may decide we are going to break the law just to see if we can get away with it. Now whoa I say "the law," I mean the code or rule, not necessarily the written law. psychologist talks about and bow it might When that happens, the psychologists tell apply to traffic. us it is an escape mechanism, a way that we have of revolting against the system. It is DESIRE SELF-EXPRESSION kind of tike when a boiler builds up a head The psychologist describes a thing which, perhaps, we call the well spring of desire to be heard, to express cue's self. The psychologist calls this two things; he calls it the Id in one form, and the ego in another form. Suffice to say, but he tells m and we recognize, that within each individual there is a desire, to consort with his fellows, a desire to speak and be listened to. There is a desire to act and to influence others. As long as there is Gfe in a human bring this desire is present However, it is subject to certain things that the psychol ogist repressions, or inhibitions. An individual when he is boro, when he is mu infant, has no represstaes. Eventually, when he gets op to where he can walk around, be may no into a prohibition that eventually will torn into a repression. ' Take, for eas^ a ceramic piece or something that most not be toodxd; he tries to touch it and he has to be physically restrained. As rime goes on and he is re strained repeatedly, he gets to the point where there is within him a built-in inhibi tor, He starts to reach for this piece of Dresden and he derides not to because he has been told not to so much, there is a re pression against it But, as we go thnargli life, the psychol of steam, and it breaks out at the weakest point when the steam is too much for the boiler to contain. Now what is an example of an escape mechanism in traffic? One is the fellow that loses an argument with Ms wife at the breakfast table and tries to win it bade driving downtown. Another example is the person who is a paragon of politeness m the living room, but who is a lied behind the wheeL" He sees here an opportunity to violate the code and get away with it. He can escape from this corral of inhibitions and repressions and at the same time escape social pressure, so be does it. ' Another escape mechanism is the teenage boy, whose parents are very strict on him and he can't get away with a tiling, but be gets behind the wheel of au automobile and lets off steam there. Somehow or another Pop has forgotten to lay down the law on that too, or maybe he hud down the law but the boy still thinks he can get away with it. A young fellow has an argument with his girl and be sticks his foot is the car buretor all the way home . . , escape me chanism. I think, perhaps, bere U a valid description of this thing we call the traffic problem. It attaches itself to individual be havior, individual psychology, and individual ogists tafi ns, we gather and set up a regular system of repressions. As hog as these repressions are in order, and as long expression. GROUP IEHAVIOR PRORUEM as we are in Order and reasonably well-ad We can also describe it as a phenomenon justed, are get along all right because there of group behavior. Now the sociologist is is still ample outlet for ow urge for sdlexpresson in socially approved channels. There are lots of ways man can express himself. Dome his job, playing a game of golf, playing a game of canasta, reading a book; there are just any number of ways we can do this all right, it is ouuatiutJire. But; every once in a while all of us, during a great deal of the rime some of ns, get to where we rankle at all these repressions a fellow who studies group behavior; a psychologist studies the behavior of the indiridual; the sociologist studies the behavior of a whole group of people and be, too, has some terras that probably we can use. The sociologist talks about culture. What he talks about is the sum total of the way people live and do things. He talks about the instruments of culture. Anything that man invents to sake his Bfe more gvatify- 43 19S7 Notional Safety Congress in* in ooe way or another may be described The sociologist says that the unpopular as an instrument of culture ... a chair, a table, a tray, an ash tray, an automobile, all instruments of culture. The sociologist talks about folkways; the way folks do things. If I am a guest in somebody's borne and a laws are the ones that vary or deviate from (he mores. If you press ten, be w!D cite yon an example of a Constitutional Amendment of the United States Constitu tion that was destroyed because it was in picture falls off the wall, I don't stand on contradiction to tbe mores, and that was his overstaffed furniture to hang the picture prohibition. Wbai I was a young fellow, bade up. There is no taw against it, bat I couldn't walk into a schoolroom without folkways are against it wring some vividly colored charts on the Tbe soooJogist tdls us that the strongest wall showing my liver, my kidneys, my grasp motive we have is to get along with tbe group. Tbe strongest hunger we hare is to stand well "{ ottr ftOmn. We have stomach, my hmgs, my hart, and every thing else would look like If I took a drink of alcoholic beverage. I was thoroughly individual hungers, bat insofar as the group convinced that anybody who would take a is cooeerucd or two or more people are drink of alcoholic beverage was crazy. concerned, we want to be well thought of. So, if the fellow wouldn't think well of us for walking on his overstuffed furniture, we ask turn if be has a ladder. That is what sociologists caB folkways. Obviously, folk ways build up around all instruments of culture. LAWS REFLECT MORES EDUCATION BROUGHT LEGISLATION The cfanrdi was a part of a 20 years or longer campaign of education on the evils of alooboL The educational campaign cul minated in this condition of tbe folkways and the mores in this country to the extent that it* was possible to pass the ctmstitn- tioral amendment prohibiting tbe sale or There is a thing to do or a group of accepted dungs to do with any instrument of culture. Now the sociologist says that as these folkways have more and more tim^ to develop, people have more fay to ex change thought and ideas about then; they soltcSfy or they get more firm and definite and they become mores. Mores is a Latin or Greek word. I'm not rare which, mean ing laws. Now the sociologist comes up with this term mores, and then he tells us something that gives the policeman, law makers, and an people in general, I think, some pretty good reasons for cause transportation of alcoholic beverages. Now at that tune, the mores were against the law. Then what happened? Tbe people who bad been carrying on tiiis education for 30 years congratulated ooe another and went home. They sold, "Now ear job is done, we have legislated it and therefore made it so. It is now a police matter," The people were then left to their own voices and not subjected to education on tbe evils of drink or anything of tbe sort, and they went bark to their old mores, which said that a can transport it, or sell it, or do anything else with it as long as be doesn't unduly He says that a law passed by a legisla impose it on anybody else. ture or an ordinance nacted by a city council is not original, it . a reflection. He says that these laws are valid, they are effective tn controlling peoples' behavior only insofar as they reflect the mores. The only real law is what people think about it, says the sodologirt ' It then became smart, of course, to fool the cops about this prohibition. We didn't have force of the pressure of this educa tional campaign any more, and the mores and the taw grew apart. Well, we all know the result of tbe thing. The mores woo. The amendment was repealed. If we had Well, police officers know *ha there is * had a contintdog educational campaign after practical translation ol this. There are the amendment bad been - adopted, tbe some laws that are extremely popular and chances are that today we would hare a easy to enforce. There are same laws that law of the land against selling or transport are difficult to enforce. The sociologist says ing alcoholic beverages. But the mores that the popular laws are the ones that didn't say so. Well, that's pretty strong comdde with the mores, and the mores medicine. preceded them. The laws then, only reflected While it was becoramg the smut tiring to the mores. do to fool tbe cops about this alcoholic 44 Women's Activities beverage law, we lad a new phenomenon developing called "traffic" that nobody lad their minds well made up about anyway; so it more or less, by a process of osmosis, became the mart tiling to do to fool the cop about traffic too. And we had a lot of comment about speed traps and the police mistreating the people, the disadvantage, the death-dealing disadvantage whkh is persist ing, of course, to the present day. TRAFFIC PROBLEM AROSE These things I drink we can use to de scribe the traffic problem. It's a problem of sociology, of folkways, of mores, and the like. The sociologist comes up with an other term that I think u an interesting one, and-h gives us a nice close application in traffic He said that tbe traffic problem is a problem of culture lag . . . bow far culture tags behind the lead . . . the dif ference betwecu (he way an instrument of culture is used, and the way it ought to be used. He draws tins comparison: If I was feeling pretty exuberant from one reason or another, natural or artificial, and decided I wasted to make a little noise to express myself, mod I take ay six-shooter and go ent into the mm and pomt it up in tbe air bring vary easeful dot nobody gets hurt and Asst k. A perfectly prwlklabie series of evows takes pface. My next door neigh bor cals 4* psfiro. who come out and grab and throw am nwa the jaiL Before they have hong ^ Rc Wy. scuasbody is coomafnhg Rsb Car doing a wonderful job. The idh r might have killed somebody. But. kt'i my Tm more discreet Let's say f fed the pmmt of tbe folkways and the aero agism* using the gw tu (hat tray; let's my I grt weo my aotocnobile and I go SB mph dawn main street WeD, does anybody cal the pefcr? Owners are, not Maybe they aft a Kerir upset hot nobody wilt Ac yriet. If a priknam happens to come ulrsp. hr pfh ana aver to fb curb. He is not m mwmmiom with me as if I were meng a gw. he h--flw me rather ganly. course, tbe soul of innocence. I say, "Offi cer, what did I do? I didn't hit nobody did I? Did I do something wrong? There wasn't anybody on the street." Maybe 10 people will walk by and nine of (hem will say, "Why doesn't that speed-craxy cop leave that poor fellow alone. He didn't hurt any body. Why doesn't he go catch himself a burglar, or do something important Why do they have to pick on good people for?" Which is the most dangerous instrument of culture to misuse, tbe gun or the autoracbUe? A gun kills six people without reloading, and an automobile kills 30 peo ple at one shot It's been done. Tbe auto mobile is at least five times as dangerous tainted. Yet, we condemn the misuse of the gun and condone the misuse of the motor vehicle. Why? Tbe sooolofist tells us it is culture bg. He explains it this way. We have bad gims 400 yean, and we have had cars 50. We haven't had automobiles long enough to make up our minds about the right way and the wrong way, and come to a unanimous agreement about how they should be used, and how they should not be Used. . PROBLEM SOLVED IN 400 YEARS Well, if we ask tbe sociologist then what we should do about it, be may in a detached and academic way say there is nothing really to worry about; by the time we have had ears for 400 yean like we have bad guns, that probably will have token core of itself. We won't have a traffic problem any more than today we have a gun problem. If I land a gun to you, muzzle fore most, loaded, you say, "Don't point that thing at mcP And everybody standing around says, "Don't point that thing at him!'' I loose face. Bat, if I go 70 mph between here and Fort Worth and you know darn well that 60 is just as fast as yon can safely drive, what do you do? The chances are, you keep quiet So we haven't got our folkways and our mores developed. We have a case of culture lag. And m another 350 - years it anil have disappeared because people win have had time to think it over and talk it over, and come to an agreement. Of course, while all tius is happening we will be fcillitig 35,000 He myt ''Yow're violating the law, you were oatfag the speed Gait sad it is tny duty to gfre yon a wwiit" I am, of to 40,000 people a year. So why are we holding safety meetings, staging state safety conference*, publishing all this literature; . 45 iV5" National Safety Congress taking an annual inventory of traffic safety get somewhere." Dr. Peale said. "Well, activities, and everything else? that's fine Where do you want to go?*' What are we tTying to do? We are try The boy was taken back a bit, and said, ing to cover in 10, IS, or maybe 20 years the social development and group thinking that ordinarily would require 350 years to "Well, I don't know." Dr. Peale said, "What would you like to do?" To which the young man replied a little bit defensively that he cover? But bow do we do tills? But how just had never thought about it definitely do we stimulate the rate at which concepts like that. evolve concerning the use of the motor ve hicle and concerning the control of its use? We stimulate it the only way, we accelerate it the only way it can be accelerated, by accelerating the rate at which people think and talk about it. So then the good doctor was a little bit hard on him and he said, "It seems to me you have your mind made up a lot better about what you don't like than what you do tike, about what you don't want than what you do want. You tell me you want to get INVISIBLE ESSENCE somewhere, and I ask you where you want to get and you can't tell me I ask you T think we can describe the traffic problem what I can do to get you there if you had as a social problem. I think we can describe your mind made up, and you can't tell me it in all of these ways. 1 think we can de I ask you what you would like to do and scribe it as a problem of Ignorance, a prob you can't tell me Now you must decide lem of sociology, and a problem of psy this thing for yourself, and until you do all chology. I think there is one other way to the help in kingdom come wilt roll off you describe it . . . invisible essence. A couple just like water off a duck's back. When you of years ago I was reading the Birmingham deride then whether help comes your way News, and oq the editorial page I read a or not, you're still on your way." ' {arable written by Dr. Norman Vincent Peale. This was kind of an unexpected way to find some light on the traffic prob NEGATIVE THINKING I reflected on that a while and it occurred lem, but I would like to tell you this parable to me that he was talking about the traffic and my thinking following it Dr. Peale was telling about a game of golf he played one time He was out in the woods looking for his ball and there was a young fellow out there raking leaves on the golf course. This young man knew Dr. Peale and approached him rather hesitantly and he said, "Dr. Peale, I need some help. I don't like my life and I've been aiming to come see you for more than six months." Dr. Peale said. "Why did you wait so long?" He said, "Oh, I just haven't got around to it. I do need help. I want to get somewhere. Some time I would like to come see you and talk to you. Some time." Dr, Peale said, "Well, why don't y^u start talking to me now while I'm looking for my ball?" problem. Dr, Peale went on to say the yotmg man did make these decisions ?tvt eventually did get somewhere, was con stantly and quietly failing himself. He was failing himself, and that is the traffic prob lem. Man's failure of himself. _ Fundamentally, the problem is "no," isn't it? The problem is the negative mind-set: the propensity of people to say and act negatively, instead of positively. It came to me as a revelation: and, perhaps, I shouldn't be proud of it because at the time I had been in traffic safety for 17 years. It came to me as a revelation that traffic was not a new problem at alL It was a new kind, a new manifestation, a new form of a prob lem as old as man. The problem of man's failure of himself. So the boy poked his rake in his leaves and started. He said, "Dr. Peale, you Me what kind of job I've got here. I'm raking leaves on this golf course. I want to amount to more than that and I want you to help me. You've helped other people. I want to get somewhere. I don't like my job. my situation, or anything about it. I want to DESPAIR FACTOR We've recognized it in lots of ways. This General Motors research director, Charles Kettering, expressed it this way: he said it is the despair factor. One of his favorite stories is about the time he invented the self-starter. Everybody agreed that some thing should be done to relieve people from Women's Activities having to crank automobiles; but, every body agreed also that go the set-up that was available at that time oo the motor vehicles, it was impossible to invent a self starter so Kettering invented it. Shortly afterward, as eminent electrical engineer accosted him and said, "Dr. Ket tering, I resent your inventing that self starter thing." Dr. Kettering said, "How so?" "Because you violated die laws of dectridty." What he really meant was, you violated my hide-bound, negative mind-set that it couldn't be dooe. You violated the laws of electricity. Shortly after that happened. Dr. Kettering called in all the research engineers. He had quite a number of brilliant, well-educated men who were extremely capable. Education doesn't seem to hart anything to do with this negative mind-set. There doesn't seem to be much rorrdatioa. Ignorant people seem to be able to amaowit it, and ex tremely well-educated people seem to be enslaved by it. Well, anyway, Kettering called his re search engineers together and told them to all bring their slide roles, so they did. - He said. "Now gentlemen, we have just finished inventing the self-starter that everybody said couldn't be dooe. When I proposed the thing a few years baric, a lot of you undertook to prove to me that it couldn't be done. Now lYe asked you to bring these slide rules here today because I want to warn you something about them. DONT DISCOURAGE PROGRESS "I want to give everyone of you fair warning that the next time I come to you with an idea that needs developing, and one of you pulls out one of these slide rules to prove to me it can't be dooe, we are going to bum them all up. If you want to prove to me it can be done. Ill listen; but don't start out on the premise that it can't be done and undertake to prove It to me, be cause I'm not interested . . . the despair factor." Menoinger, the famous psychiatrist in To peka, Kan., has a way of saying it He says that every man contains the seed of his own destruction. We recognize it in our everyday comings and goings. We talk about it colloquially; we say John, or Joe, or Jim, or Tom, or Dick, or Harry is his own worst enemy. He works against him self. And the payoff, of course, is that it is John, or Joe, or Jim, or Tom, or Dick, or Harry that does that You never hear anybody say, *Tra toy own worst enemy." The traffic problem in its fundamental es sence is a moral problem. It is the same kind of problem that the Master was sent here a little over 1900 years ago to do some thing about. It is the problem of negativism, of despair, of "no." The fact that it in volves motor vehicles, the fact that it in volves streets, traffic lights, pavements, and alt that, is purely incidental. There is noth ing new about the problem of man's failure of himself. Now then, do you need proof of that? I can sight you proof that is selfevident, like the things you read about in the Declaration of Indepoidence. When an accident happens, somebody fails himself. MECHANICAL PROBLEM? I think the most striking proof of the fundamental nature of this traffic problem can be found in the fallacies that we pro fessionals burden ourselves with as we go about our jobs trying to correct them. What are some of these fallacies? Let's nail some of them to the wall. Well, the first one is that traffic is a mechanical problem. You hear people on all sides talking about their gramnus adjusters, grammis indicators, hay seed polishers, and incrimlnator filters, and so on. If we can just get enough gadgets, If we can just get enough policemen, and enough motorcycles, and enough traffic lights, and enough jail sentences; if we can just get enough mechanical things done, we can solve tliis problem. Do we really believe- that we can pile on these mechanical correctives deep enough that we can relieve ourselves of the necessSty of facing out some of the scemy moral necessities in this business? Do we really think we can hire enough policemen to stop accidents if a judge turns loose people with out justification that the policeman brings up? Do we really think that chemical tests will help us stop accidents if you can fix a DWI case? - Do we really believe that a fraud pay ment or an extremely complex signal system at an intersection will stop accidents when we will listen to this real estate promoter that says make It a night rate intersection so I can sell filling station locations on this corner, don't make it a clover-leaf intersec- 47 1957 National Softly Congress tion. Do we really believe we can solve the he approbation of the kind of job I'm doing. traffic problem mechanically? No, I don't I'm liable to get into any number of man think we da Vet we talk about It all the time, and we promise the world with a ring around it if you will just give me a $100,000 signal system, or just vote for this new bond issue to get all these streets paved. Aren't we deceiving ourselves, aren't we failing ourselves when we do that? traps. One of them is the steeping dog blind alley. If the public is happy, let them go ahead and kill 40.000 of their own kind as long as It isn't me Let sleeping dogs lie. We are liable to get into a super-serious, cheap character building routine. If the pub lic thinks Fm doing a good job, then 1*11 AGE OLD PKOtLEM Another fallacy is that there is anything new or different about the problem. There isn't We, therefore; need experts to solve the problem. We don't. And fortunately we don't, because there aren't any. There has been one traffic expert in the history of the world, and that was (he Man of Galilee. What the hlaa from Galilee told us 1900 and same odd years ago h all we need to know about traffic safety; nobody needs to add anything to it. Whether we are operating as an individual driver, an official, a dvic worker, or any thing else, traffic is nothing more or less than applied Christianity. Traffic safety ... applied Christianity. We need only to use our God-given intelligence to interpret and apply what is there, and what we know, and what we have been told until it is a part of our frame and bone and sinew. Yet we look for experts. Yet we look for some way around moral necessity. say the things the public enjoys hearing. I go to the Kiwants, Rotary, Cmtan, or what have you; and I tell them what a won derful safety program they have when I know dam well their safety program stinks. { please the public so the public will tell me how good I am, and the first thing you know I'm as phony as a three dollar bill, and they are too. That is the terrific man trap we get into and we end up with an insecure feeling of walking od quicksand. There are toon forks, fallacies, phonies, and dreamers in the safety movement today than any other movement 1 know of. And one of the big reasons is because they de pend on the public to tell them whether they are doing a good job or not. The pub lic doesn't know. That is one of the things that makes it difficult. Where do I find out whether I'm doing a good job? I never know really, but I keep asking myself is this the best I can do, is this sound think ing, is this sound action? Now then, here is a real tricky one. a TALK DOES ACCOMPLISH real tricky fallacy that we professionals A fallacy that we professionals succumb work under; that is the fatlacy of public to from time to time, is the fallacy that a approbation. The public tells us we are doing a good job of accident prevention. How does the public know ? They kill 40,000 of their own kind every year. How do they know? I make a speech at the Lions dub, and they come up and shake 1tands with me. They are pretty conscien tious folks, some of them have lots of mono', some of them are successful busi nessmen; they come np and shake hands with me and say. "Mr. Hill, you are doing a very wonderful job." lot of talk accomplishes nothing. Yoa hear it in any sort of meeting, take your choice, someone draws up very' profoundly and they drop their voice an octave or two and get a hollow sound in it and they say. "WeB, it is all very good, but it is a lot of talk that won't amount to anything. Everybody gets religion about it here today, and then we go home and forget about it A lot of talk accomplishes nothing." I reject that as a fallacy. I cite you again the first safety expert, LET SLEEPING DOGS LIE Well, I want them to think so because that puts them in a receptive frame of mind, but I'm not kidding myself. Fm not doing a wonderful job just because they tell me I'm doing a wonderful job. they doo't know. If 1 let mysdf be satisfied with pub- the last, and the only one in the history of the world; the Man of Galilee, who lived about 34 years and did nothing but talk, and we are still listening. It took a lot of talk to make the Bill of Rights, the Magna Charts, the Declaration of Independence, the Constitution, all of the things that dislanguish free men from slaves obviously had 1 i . * s 46 Women's Activities to be preceded by a lot of talk. So a lot of talk does accomplish something. Tins fellow who ays a lot of talk accomplishes nothing means that a lot of talk with no more faith than I've pot into ft, accomplishes nothing. Well, the problem is an old one, the prob lem is mail's failure of btaself. The cor rective is an old one too; the corrective is faith. Unless we believe that something is reasonably intelligent and reasonably welldirected to prevent accidents, it won't pre vent them. Unless ve belier*. we can't op erate or act istclligentiy or m maty with anybody else. We win still be flocking around the tower of Babel, we will still be mistrusting our leadership, we will still be ignorant; and, as long as we persist in not believing, we will still InB on* another and ourselves. . Traffic is a moral problem. Only Its mani festations are mcthanirel. It is a new ex pression of an old problem and the same corrective win apply as it has applied to these old problems throegh the centuries. Well, I ask you then, to have faith In the efforts to solve this traffic problem. Gan I give you justification for this faith? Yes, 2 can. I can give you a little bit of his torical justification. MOftAL QUESTION Back In 1925 we came out with our first records. They were admittedly incomplete, but they were our first records of a motor vehicle title in this country. Fatal accidents and those sets of records produced a rate of 19 people killed for every one hundred million vehicle miles traveled. Today it is six and two-tenth*. T take that as fuel for faith and that what we do to prevent acci dents, prevents accidents. Especially when we can relate directly and tractably what was done and bow the rates came down through those years. Htre U that picture: from 1925 to 1932 we bad our first national concerned cry about accidents. The legislatures passed laws, newspapers raised one; and the police bought motorcycles and started arresting people, and we had a great deal of to-do about it. Is 1932 the death rate had dropped from 19 to 16& per one hundred nulLioo vehicle miles. Then we had a wave of reaction and we had a lot of yammering about speed traps. We even had some laws passed that a po liceman had to be dressed a certain way, and in a motion on a certain Idod of a motorcycle on a public street or highway before he could arrest anybody for speeding. We also had the situation of a depression back in those days. Jobs were hard to get in 1932, and policemen, had families in the habit of eating. Well, there was a let-up and the death rate increased from MrV io 1932 to 18A in 1934. Then the conscience of the American people began to catch up again, and in 1935 four significant things happened. CSSAV HITS HOME J. G Furnas wrote an essay called And Sndden Death and finally got through the thick hide of the American automobile driver with that essay. He is tbe ooe that first so graphically described the brains on the fender, the blood on the streets, the scream of a child in the night, the carious Bopping efforts of the injured, the moans and the screams of the mi-soaked body on the pave ment, the apologetic expression of the face half gone away, and Brother Furnas got it through the heads of a great many people that unless they changed their driving habits, that was what they were beaded for. That article reprinted five million copies out of the Readers Digest. It had an impact In 1935 something else was done to pre vent accidents. The National Safety Coun cil set up a five year accident prevention publicity campaign significant two ways: first, we an advertise safe roodact like we advertise cigarettes, and toothpaste, and au tomobiles, and all the other things we do. There is a potential here in publicity. We can advertise and sell nie coodoct We arc also going to do it for five years, and wc are not going to do it for a couple of years and quit That was significant, too. Even today we have people who think that we can get this thing done in a couple of weeks and then forget it We have a lot more today who know that we must live with it from now on. The Council also started the National Traffic Safety Contest, which was a precedent or a granddaddy of oar Animal Inventory of Traffic Safety Activities ... a relating or pooling of experiences between cities. Also, the Northwestern University Traffic Insti tute was established in Evanston. IB. ... a step made toward scientific traffic policing. 49 1957 National Safety Congress All those things added up to something done to prevent accident*. The result, the death rate dropped from 15ft in 1934 to 12ft in 1939, five years later. Now then, lor the next seven years we had no more reduction. Why? We fought a World War, we didn't do anything about traffic safety. In 1946 the death rate was H*S/10. In that year the war was over, everybody was getting concerned again and the President of the United State got into the act He called the First Animal Presi dent's Highway Safety Conference. This conference has bees held annually since. RESIDENT'S CONFERENCE This President's Highway Safety Con ference adopted an action program for vol untary imptenenratioo by cities and states. The death rate that year was 11-5/10, and three yean later it was seven and five-tenths. Something had been done to prevent acci dents. The rate Is Mill going down av< j now six and two-tenths. Those people who used to have the audaeity to dream of a national death rate of six today are fhinkiny of a national death rate of two or three in somewhere between five and ten years, if we don't get into a war or some other major national distraction. Is there fuel for faith in that history? I think so. What we do to prevent acci dents, prevents accidents. As further fuel for faith, on any Annual Inventory of Traffic Safety Activities we put a specific percentage evaluation score on what a state or city does to prevent accidents. Our na tional death rate currently is six and twotenths. Is some states, however, it is as high as 10-5/10. In some States, as low as two and fourtenths. Invariably, the states with the tow death rates are the states with the highest com in the Annua! Invmxtory of Traffic Safety Activities. The states that are doing die most to prevent accidents, arc prevmting the roost accidents. The states with the high death rates are the ones with the low per formance in the Annual Inventory. We made a five year study of 32 cities in Wisconsin; we portrayed the results oo a graph, in the beginning the total deaths in these '32 cities stood high on the graph, the inventory, low, the tines uumiug in the middle of the period. At the end of the period, the situation was reversed The total inventory scores were high, the deaths were down about 40 per cent. They were the low point oo the graph. What we do to prevent accidents, prevents accidents. This 1 take as fuel for faith.^ FUNDAMENTALS OF HOME SAFETY ACTIVITIES by MISS EUNICE HEYWOO0 Assistant director, dhr. of Home economics programs, federal extension service, U. S. Dept, of Agriculture, Washington, D. C Over the years much has been said about home safety, but tmUkc the weather, much has also been done about it However, not until 1955 had any attempt beet made to find oat "who was doing what**--or how much. That year a trial cun of a Home Safety Iarrcstory was aade tmder the spon sorship of the National Safety CocmeiL More than 600 reports were received, and for the,first we bed sense reliable in formation about borne safety activities bring conducted on local, stale, and national levels. Believing that borne safety programs, to be effective, should be cooperative, ire wanted to know what groups and organiza tions were interested and active in such programs. The results were most gratifying. In 1956 the Home Safety Inventory was developed with two major objectives: first, to add to our knowledge of "who is doing what" in borne safety; and second, to stimu late further home safety program activities. The Inventory sought answers to the fol lowing questions: 1. What organizations generally were most actively concerned with the problems of home accidents? 2. What types of activities were most frequently conducted by these or ganizations? 3. What cocanmnity groups cooperated ? 4. What determined the types of activi ties undertaken by an organization ? 5. Who did these organizations attempt to reach through their efforts? More than 4,100 program report* were received and analyzed. A summary has been published and sent to all state and local cento* that assisted m making the Inventory. The findings indicated that large numbers of people were being reached by a hocne safety message and that most of the organi zations promoting home safety were at tempting to make their efforts part of a continuous, long-range program. Some ap parent gaps, however, were uncovered: 1. More attention than was reported could be directed at safety for young children and for the elderly; Z More effective use than reported could be made of mass media, such as television and radio; 3, More inter-agency cooperation might be achieved than reported. No national Home Safety Inventory will be made in 1957 but one is planned for 1958. The long-range abjective of the Home Safety Inventory Is to contribute to the reduction of accidental borne injuries by helping those conducting state and local home safety programs to: 1. Stimulate the development, expan sion, and coordination of home acci dent prevention programs in their respective areas. 2. Establish smodards and norms which will encourage officials, voluntary agencies and business organizations to accept Teqwmitiliiy for home accident prevention. Information gained through the Inventory saves as a valuable guide to those of us who are concerned with planning safety programs and activities or with the produc tion of materials for use in safety programs. For example, a booklet ou old-age safety is in process which we hope may stimulate more widespread attention to the special needs of our older citizens. Another publica tion planned for early 1958 will offer pro gram Ideas illustrated by examples of inter esting projects gleaned from the 1955 and 1956 Home Inventories. In 1958, more selective advice of organi zations will be sought In developing a ques tionnaire tailored to fit organizations.^ THE PHILOSOPHY OF THE BEADED SHOES by CHA*LIS W. FHtCUSON Kniot editor, The Rceder't Digest, PleatenWille, N. y. One good thing about conventions is the opportunity they afford to stand off and look back and decade whether the work done is worth while or ought be better done. To appraise accurately is ooc of the hardest jobs on earth; the very act of try* tng pots os in a critical mood toward our efforts and we usually end up with the reuilygnibs. And because this is the case I have decided to tcQ three stories. These stories are so short that in cadi case I will have to reverse the usual process for a Digest editor and make a short story long. All the stories are designed to give you some consolation and seme brightness of mind in the asKswtant of yocr work. MBS MORE PHASING The first concerns a woman, a writer who has done some wonderful articles for The Reader's Digest--Elbe MiPer Davis. Once on a. trip to Mexico dw took a fancy for a pair of beaded chocs. They looked ex* quuite as a piece of work and while she had no immediate or anticipated need for diem, they caught her eye and held it--so she bought the shoes. When she got home she didn't know quite what to do with them; they didn't work in with any ensemble. But a friexS saw her predicament and with skill made a beaded dress. That's not the way to describe the dress, but it had sequins on it and it was pretty fancy sad she had some* thing to go with the boded shoes. first place oot uncommonly leads to some thing that is far better than we had planned. 1 have found this repeatedly true in my business and could dte instance after in stance to prove the point. Once in London Paul Gallico told me the story of the time he as a young sports writer just out of col lege got into the ring with Jade Dempsey. It was an amazing story: Gallico was mauled unmercifully by the Mauler. I tried to sell it to my associates by mail but nothing happened. Later Gallico came to Pleasanhrillc and told the story again at a luncheon. It did not take an editor to see that this was a story worth telling but there was no excuse for bringing it up in the magazine. On ray way bade from lunch I suggested that Paul do it as an art-of-lhring article, it being an art to live in the same ring with Dempsey. The emphasis .and the argument would be placed on the GaUico never took secood-hand experience or bear* say evidence, He went in for the real thing. He wrote the story with tins point and argument. It was accepted, but what I saw. the proof I discovered to my dismay tint the argument had been dropped. What led to the results had bees discarded, bat without this argument as a means, we would have no story at alL FIND IMPROVEMENTS Came the evening when Elise Davis de cided to wear the dress and the shoes. She got diked out and then started off to a dinner. The dress was a honey, bet when she got outside in the early evening light she noticed that the beaded shoes were not as pretty as she had thought In fact they jnst wouldn't do. So she went bade into the house; much pleased with the dress, and changed her shoes. Kow the moral of this story is too plain to need elaborate emphasis: our fi"t accomplisfuncnt may be far greater than our original objective. We may fail or discard, but what wc have our hearts set on in the So it goes in the experience of all of us. We cannot ay with precision what will come of our efforts and often the thing that is dropped leads to something vastly better. Arthur Schopenhauer has a passage which states th-s principle beautifully: "W often find something else, nay, some thing better than what we are looking for; and what we look for, we often find on a very different path from that on which we began a vain search. Instead of finding as we expected, pleasure; happiness, joy, we get experience, insight, knowledge--a real and permanent blessing instead of a fleeting and illusory one." 52 Women's Activities The next story 1 want to tell Is the story of a word; serendipity. This is a word coined by Horace Walpole in a letter to Horace M" written about 1754. Walpole felt the need of such a word and he based it oo a 16th century fairy tale called The Three Princes of Serendip--Sertadip being the ancient name for Ceylon. In this story the princes were "always making discoveries by accident and sagadty of things which they were not in quest of." Serendipity then has come to signify the detours and unex pected benefits of any journey, of any course of action. The goal may not always be achieved but something better may bob up--as for ex ample when Columbus, seeking a new pas sage to India, came across evidence of a land' mast that proved later to be the Americas. Sdoacn U full of instances where the incidental discovery has outweighed in importance the rad goals of the researchers --penicillin being a recent case in point We need to think of this stoiy and re member this word in ocr evaluations. Nor man Damon once defined safety as a by product of doing things the right way. In the safety movement itself we may often get down in the mouth over the futility of our efforts to make people stay alive against what wu'i* to me tbeir own wishes. But we ozmot appraise our efforts without see ing that there are values and experiences we encounter that may be. good in themselves. The next time you wonder about your ef forts, keep your eyes open for side results. Keep yourself on the line of discovery with a mind alert to the immeasurable value of incidental accomplishments. LOST NIGHTINGALE My last story is the story of the night ingale as told by Hans Christian Anderson. The Emperor of China had a beautiful nightingale which sweetened his life and his court with unsolicited melodies. The Em peror of Japan heard of this nightingale and, to please his brother ruler he sent the Emperor of China a marvelous mechanical nightingale. It sang with zest when it was properly wound and all at the court com mented at the wonder of it. But the ex citement over the mechanical nightingale was so great that In the midst of it hardly anyone noticed that the real nightingale had flown out the window. In a push-button age that worships effi ciency and progress, that forgets George Bernard Shaw's dictum that progress is merely the exchange of one inconvenience for another, we are likely to worship the mechanical, to think that if we but get properly organized and squared away, all will be lovely. But we must beware is a human thrust like the safety movement lest the real thing fly out the window. And in the appraisal of our efforts, let us examine this possibility and realize that there is no substitute for the heart and spirit. This can come only from dedicated personal interest. OFFICERS OF THE WOMEN'S ACTIVITIES CONFERENCE NATIONAL SAFETY COUNCIL 1957-58 Chairman and Vice-Presidni--MARION E. UARTIN, Commissiooer of Libor and In dustry, State of Maine, Augusta, Maine. Vice-Chairman--MRS. RAYMOND SAYRE, chairman. Women's Committee, The Presi dent's Committee for Traffic Safety, Ackworth, Iowa. Beord Rtfirejentaiives--UARlON E. MARTIN; MRS. RAYMOND SAYRE; MRS. GERTRUDE FRESE, assistant to Vice-President, New York Telephone Co, Brooklyn, N. Y.; HON. IVY BAKER PRIEST, Treasurer of the United States, Washington, D, C Members~at-Large--MRS. ALMER ARMSTRONG, coordinator. Organization Relations, Indiana Farm Bureau Cooperative Asm, Indianapolis, Ind.; MRS AGNES D. BEATON, director. Women's Division, Automotive Safety Foundation, Washington, D. C; MRS. O. A BEECH, president. Beech Aircraft Carp* Wichita, Ran.; MRS. RAE V. BIESTER, superintendent. United States Mint, Philadelphia, Pa.; HON. MAR GUERITE S. CHURCH, Congress of the United States, House of Representatives, Washington, D. C; HON. FRANCES COOK, Justice of the Peace, Beaverton, Ore.; MISS DOROTHY DOWNS, assistant to J. O. Herfaster. chief oigineer. Firemen's Mutual Insurance eo* Providence, R. I.; MRS. GERTRUDE FRESE; MRS. JEAN WOOD FULLER, director, Women's Activities, Federal Crvil Defense AAninlttwilM Battle Creek, Mich.; DR. LILLIAN M. GILBRETH, Montclair, N. J.; MRS. L. C GtLMOUR, chairman. Women's division, Seattle-King County Safety Council, Seattle, Wash.; MRS. ROBERT W. GUNDERSON, Rapid dry, S. D.; BETTY GUNNING, Station WJAR, Providence, R I.; MRS. J. RAMSAY HARRIS, Denver. Colo.; MRS. HELEN K. KNANDEL, educational consultant, Traffic Engineering and Safety Dept, American Automobile Awn., Washington, D. G; MRS. JOHN E. KRUEGER, Milwaukee, Wis.; MRS. DOROTHY McCULLOUGH LBB, Subversive Activities Control Board, Washington, D. G; MRS. ALICE K, LEOPOLD, .assistant to the Secretary of Labor, U. S. Department of Labor, Washington, D. G; HON. GERALDINE MACELWANE, Judge, Lucas County Common Pleas Court, Toledo, Ohio; MRS. WALTER V, MAGEE, Ohio State Safety Council, Lakewood, Ohio; MARION E. MARTIN; MRS. CARRIE NOELLING, vice-president, Home Safety & Women's Activities, Kansas City Safety Council. Kansas Gty, Mo.; HON. IVY BAKER PRIEST; EDITH RAMSAY, Home Equipment Editor, The American Home, New York, N. Y., MRS. MARY G. ROEBLING, president, Trenton Trust Co, Tren ton, N. J.; MRS. RAYMOND SAYRE; MRS. ALMA K. SCHNEIDER, superin tendent. United States Mint, Denver, Colo.; MRS. MAMIE KENNEDY TAYLOR, Executive Dept* Georgia Power Co, Atlanta, Go.; MRS. BERNICE T. VAN DER VRIES, member, Chicago Transit Board, Chicago Transit Authority, Chicago, TTt MRS. MILDRED YOUNGER, Los Angeles. Calif. Safety Exposition Exhibitors Acme Protection Equipment Ca, South Haves, Mich. Industrial gas masks, chemicals and accessories. Advance Glove Mfg. Co* Detroit, Mich. Work gloves. Aetna Casualty ft Surety Co., Hartford, Conn, Safety educational rids and services including Aetna Drivotrainer. Akron Brass Mfg. Co* Inc* Wooster, Ohio Fire hose nozzles and accessories. Alan Wood Steel Co* Cooshobocken, Pa. Abrasive rolled steel floor plate. American Abrasives Metals Co* Irvington, N. J. ' Abrasive stair treads, threshold, door saddles and non-slip coatings. American Allsafe Co* Inc* Buffalo, N. Y. Drybrow the Nation's Sweat Band and Greenline Emergency Release. American Bfltrlte Rubber Co* Chelsea, Mass. Rubber, composition and neoprene safety soles. American Chain ft Cable Co* tne, Bridgeport, Conn. Sling chains and Kuplex sling chain assemblies, wire rope slings and assembte-yourown wire rope slings. American Industrial Safety Equipment Co* Inc* Cleveland, Ohio Face shields, goggles, gloves and mittens. Americas La France Corp* Elmira, N. Y. Fire apparatus and fire fighting equipment. - American Optical Co* Southbridge, Mass. Head, eye and respiratory protective devices; safety clothing and safety specialty products. Ampco Metal, Inc* Milwaukee, Wi*. Non-sparking, corrosion-resistant safety tools. Aaral Chemical Co* Marinette, Wi*. Dry cbcnucal fire protection equipment. Arcadia Mfg. Co* Birmingham, Mic'- Plastic coated gloves and aprr ,,r industry. ' Award Incentives, Inc* New YorN Y. Safety incentive award program? r.blems, plaques and trophies. BaQymora Co* West Chester, Pa. Rolling safety step ladders, movable work platforms, mobile access lifts and hydraulic lilt work platforms. " Bashlin, W. M* Co* Grove City, PaLinemen's and industrial safety equipment. Baasch ft Lomb Optical Co* Rochester, N. Y. Safety Ortho-Raters and "Titan" safety frame. Bdtone Hearing Aid Co* Chicago, DL Audiometers, hearing aid tests. 55 1957 A'atiormf Softly Congress The Beryllium Corp* Reading, Pa. Safety tools. Beet, Alfred U. Co., Inc* New York, N. Y. Safety publications. Bethlehem Steel Co., Bethlehem, Pa. Wire rope slings, standard and braided slings. Bil-Jax, Inc* Archbold, Ohio Tubular steel scaffolding and equipment. Portable steel bleachers. Bomgardner Mfg. Co* Cleveland, Ohio Emergency stretchers, cots, first aid equipment, resusdtators and respirators. Bone Dry Mfg. Co* Neoeho, Mo. Outdoor footwear, . Boyer-Campbell Co., Detroit, Mich. Safety equipment for industry--individual protective equipment. Brady Co* W. H* Milwaukee, Wis. Self-sticking safety products, Perma-Code pipe makers. Breck, John H* Inc., Springfield, Mm. Industrial hand cleaner; hair and scalp preparations. Brett-Guard Co* Englewood, N. J. ' New saw-guard combining safety with full work visibility. Broeeard, Lacier I*, Co* Chicago, HL Klear-Vu traffic mirrors and Klear-Vu traffic lane markers. Browne, Stewart R. Mfg. Co* lac. New York, N. Y. Electrical safety equipment, explosion-proof and vapor-proof portable inspection lites, explosion-proof flashlites, grounding devices. Brulin & Co., Inc* Indianapolis, Ind. Floor treatments, cleaners, disinfectants, insecticides. Buffalo Fire Appliance Corp., Dayton, Ohio Portable fire extinguishers and fire department accessories. Buhrke, R. H., Co., Chicago, 111. Occupational safety equipment and products for construction and maintenance. Bollard, E. D.. Co., Sausalito, Calif. Industrial safety equipment. Cambridge Rubber Co., Taneytown, Md. Non-slip safety soles, Vul-Cork and Vul-Cork Neoprene. Chance, A B* Co* Ccntralia. Mo. Hot line maintenance tools and line construction tools. Charleston Rubber Co, Charleston. S. C. Lineman and industrial gloves, sleeves, aprons, safety devices. Chemical Corp* Springfield, Mass. Protective hand creams, cleaners and lotions. Chicago Eye Shield Co* Chicago, I1L Head and eye protective equipment . Chrysler Corn., Detroit, Mich. "Chrysler Corporation--The Forward Look in Safety." 56 Safely Exhibitors Owl J. JL. Co* Spring Park, Minn. Industrial ladders. . Cmbtmbm Gtovt Mfg. Co* Columbus, Ohio Coated gloves and aprons. Coiambws-MdGaeftQa Chain Corp* Tonawanda, N. Y. Alloy steel sting chains. Cuaringham, M. E* Co* Pittsburgh, Pa. Safety marking tools. Daisy Mfg. Co* Plymouth, Mich. Air rifle. Davids Gloves, Inc* Springfield, Ohio Safety gloves. Davis Emergency Equipment Co* Inc* Newark, N, J. Respiratory protection, combustible gas indicators, safety and first aid equipment. Detex Watch Clock Corp* Chicago, HL Watchmen's clocks. AMF DeWalt, Inc* Lancaster, Pa. Radial arm woodworking equipment and safety features. Dockson Corp., Detroit, Mich. Welding helmets, lace shields, cup and spectacle type goggles, respirators and eye savers. Dow Chemical Co* MMiand, Mich. Safety solvents, germicides and insecticides. Dow Corning Carp* Midland, Mich. Sight saver cleaning stations, shoe saver, safety shoes. Doyto VannaiTi Cleaner Co* Grand Rapids, Mlrh Industrial vacuum cleaners, scrubbers and polishers. Dana Products, Ctacago, HL Protective clothing for industrial workers made from asbestos, leather, rubber, Neoprene and fire-proofed duck. Du Poet I. E* dc Nemours A Co* Inc* Wilmington, DcL _ Flame retardant for fabrics and paper, anti-slip floor waxes, protective creams, Neoprene products. Eagle Mfg. Co., Wellsburg, W. V*. Safety cans, oilers, oil and gasoline containers. Edmoot Mfg. Co* Coshocton, Ohio Coated fabric work gloves. Elkhart Brass Mfg. Co* Inc., Elkhart, lad. Fire extinguishers, municipal and industrial brass goods. Elliott Service Co* Inc* Mount Vernon, N. Y. Accident prevention displays, safety conference programs. Supervisor's Weekly Bulletin, suggestion system service. Emerson, J. H., Co* Cambridge, Maas. Cotton, jersey, leather palm, all leather and plastic work gloves. Fendall Co* Chicago, 111 Head and eye protection equipment. 57 1957 National Safety Congress Fibre-Metal Produets Co., Chester, Pa. Eye, head, and face protection and welding accessories. Fine Organics, lac* New York, N. Y. High flash, low toxicity safety solvents. - Ford Motor Co* Dearborn, Mich. Ford automobiles, featuring Lifeguard steering wheels, sun visors, seat belts instru ment panel padding, and door latches. Frommelt Industries, Dubuque, Iowa Portable welding shield and protective heat cloth. Fyr-Fyter Div* Fyr-Fyter Co* Dayton, Ohio Fire extinguishers, resuscitators and respirators. General Fire Extinguishers Corp* St. Clair Shores, Mich. Quick-Aid fire extinguishers and allied products. Glendale Optical Co., Ine, Valley Stream, N. Y. Chippers and welders goggles, face shields, safety spectacles. Globe Co* Grip-Stmt Div* Chicago, DL Grip-Strut grating, stair tread materials. Grinnell Co* Inc-, Providence, R. 3. Fixed pipe fire protection systems. ' Gro-Cocd Robber Co* Lima, Ohio Gro-Cord, Raw-Cord and Neo-Cord soles, heels and taps. Haws Drinking Faucet Co* Berkeley, Calif. Emergency eyewash fountains, emergency showers and goggle wash fountains. Hfld Floor Machine Co* Inc* Chicago, CL Explosion-proof vacuum cleaners and floor machines. Hy-Test Safety Shoes Div* International Shoe Co* St. Louis, Mo. Safety footwear; also conductive and special types for atomic usage. Hygiene Research, Inc* New York, N. Y. Protective ointments and mistproofing doth for goggles, welding nmU windshield. Industrial Gloves Co* Danville, CL Leather, asbestos, duck, wool. Woven-Gard. Permaproof, and aluminized duck and asbestos finger guards. Institute of Industrial Launderers, Washington, D. C. Industrial launderers and cleaners. Insto-Gms Corp., Detroit, Mich. Torches and furnaces. < Interstate Rubber Products Corp* Lot Angeles, CaHf. Safety Trafficones for traffic control. Iron Age Div* H. Childs A; Co* Inc., Pittsburgh, Pa. Linemen's and women's leather and rubber industrial safety footwear. Jackson Products, Air Redaction Sties Co* Div. of Air Redaction Co* Ine* Warren, Insulated electrode holders, cable connectors, face shields and goggles. Jomac, Inc* PhQadephia, Pa. Industrial work gloves, safety sleeves, hand guards. North P.V.G gloves. North protective clothing. 58" Safety Exhibitors Jones A Co* Romford, R. L Fall vision visor goggles. jooe* A T_ngiim Steel Corp* Pittsburgh, Pa. Wire rope slings, wire rope. Junkie Safety Appliance Co* Inc* LomsviUe, Ky. Power press guards, grinding wheel shields, stretcher equipment Jostrit* Mfg. Co* Chicago, HL , ... . ., .. Safety rn, oily waste cans, safety electric lantern, flashlights and fire extinguisher*. Karel First Aid Supply Co* Chicago, HL Industrial hospital equipment and medical supplies. KsHoy Paint Co* Louiavflle, Ky. Convoy skid-proof safety enamel. Halt-fire barrier paint Keystone View Co* Meadville, Pa. ^_ Occupational and driver vision tests, lantern slide projectors. Kiddc, Walter A Co* Inc* Belleville, N. J. Fire detecting and extinguishing equipment ultrasonic burglar alarm. Khhball Safety Products Co* Cleveland, Ohio Personal protective devices for industrial workers. MHiie Klein A Sons, Chicago, EL Linemen's safety equipment and tools. Knapp Bros. Shoe Mfg. Corp* Brockton, Mass. Safety shoes. . Kuna, J* Glove Co* Chicago, DL Linemen's, bridgemen's and welders' quality gloves. Leader Mfg. Co* lac* BrfareHff, N. V. Pressurized dry chemical extinguishers. ' *i . Lsgge, Walter G* Co* lac* New York. N. Y. Safety floor maintenance materials, conductive coatings, static eliminators. Lehigh Safety Shoe Co* Bmmaus, Pa. Leather and rubber safety footwear. Lighfoot Co* lac* The, New York, N. Y. Shin cleansers--powdered, liquid, bar and waterless. Login Emergency Showers, Glendale, CaHf. Industrial emergency showers, eye-wash fountains. Lowery Brothers, Ine* Chicago, HL Wire rope splicing service. Haico Co* Inc* Minneapolis, Minn. Ualco audiometers for industrial hearing testing. Marsh A McLennan, Inc* Chicago, HL Insurance broker and agencies. ' llartmdals Electric Co* Cleveland, Ohio __ Protective dust masks, eye protectors, face shields, safety electric test instruments. Floor maintenance materials. McAn, Thom, Safety Shoe Div* New York, N. Y. Safety shoes. 59 195/ Notional Safety Congress McDermott, Julian A, Corp, Ridgewood, L* L, N. Y. Warning and safety lighting for municipal, industrial, utility mud aviation use. McDonald, B. F, Co, Doe Aagelea, Calif. Industrial safety equipment. Medical Supply Co, Rockford. IllFlexible unit aid, snake bite first aid, bum first aid. ` Metropolitan Life Insurance Co, New York, N. Y. Useful materials for use in community health and safety programs. Micro Switch, Dir. of MinneapoUs-Honeywell Regulator Co, Freeport, IllSafety interlock switches and electric controls for power machines. Milboru Co, Detroit, Mich. _ Ply skin protective creams, ply garb safety and protective clothing, plygloves plastic coated work gloves, ply waterless hand cleaner. Miller Equipment Co, Inc, Franklin, Pa. Linemen's safety belts, straps accessories and industrial safety belts. Mine Safety Appliance Co, Pittsburgh, PaSafety equipment for every industry. National Medical Supply Co, Chicago, CL Industrial first aid supplies equipment and instruments. Neo-Flasher Mfg. Co, Burbank, Calif. Industrial, traffic emergency flashing signals. Ncwco Mfg. Co, Inc, Kansas City, Mo. Wire rope fittings, safety hooks, load protectors. New Castle Battery Mfg. Co, New Castle, Pa. School crossing signals. Nicheli ^Engineering Co, Chicago, rit, Stcel, unloading and tank car work platforms. Nodfier Mfg. Co, Lincoln, Neb. Fire detection, sprinkler supervisory, watchman tour, municipal alarm systems. Occnpetiooal Hazards, Cleveland, Ohio Publishers. Onox, Inc., San Francisco, Calif. Onox Skin Toughener and Footmats for Athlete's Foot. Osborn Mfg. Corp, Warsaw, Iod Safety Pliers and tongs for feeding punch presses. Oxy-Catalyst, Inc, Wayne, Pa. Catalytic purifiers for controlling CO and other automotive exhaust fumes. Pae-Kit Co, Greenwich, ConnUnit type first aid equipment. Packwood, G. H, Mfg. Co, St. Louis, Mo. Safety industrial skin cleaner* and dispensers. Patent Scaffolding Co, Inc., Chicago, TH. Wood, aluminum and magnesium safety ladders, suspended sectional steel tubular steel and aluminum scaffolding sidewalk protection canopies, steel grandstands and fold-a-way scaffold. , Safety Exhibitors Petersen Engineering Co, Santa Clara, CaBf. Pengo tension wire stringer, Pengo earth angers and other construction equipment for the utility industry. Pioneer Rubber Co, Willard, Ohio Gloves; all lands, liquid proof. Porto-Clioic Instruments, Inc, New York, N. Y. Driver testing and training equipment and visual aids for driver and traffic safety. Positive Safety Mfg/ Co, Cleveland, Ohio Power press guards. Prairie State Products Co, Chicago, HL Metal and electrical safety and directional signs. Progress Industries, Inc., Norwood, R. I. Safety goggles. Protectoeeal Co, Chicago, DL Fire, prevention equipment for flammable solvents. Pnttsman, Ted Dcfrosto Mirrors, Inc, Lynwood, Calif. De-Icer truck mirrors. * Pulmosan Safety Equipment Corp, Brookiyn.N. Y. Respirators, eye protection, helmets, protective clothing, asbestos and leather gloves. Putnam Rolling Ladder Co, Inc, New York, N. Y. Reinforced plastic and extension and single ladders, and oak rolling ladders. Pyrene--C-O-Two Div, The Fyr-Pyter Co, Newark, N. J. Carbon dioxide and dry chemical extinguishers and systems. Smoke detectors. Racine Glove Co, lac, Rio, Wis. Gloves, apparel, protective equipment--leather, asbestos, and steel reinforced. Radiator Specialty Co, Charlotte, N. C. Safe-T-Cone rubber traffic guides. Randolph Laboratories, Inc, Chicago, UL Carbon dioxide fire extinguishers, dry chemicals on automatic systems. Reece Wooden Sole Shoe Co, Columbus, Rdi. Wooden sole safety boots, shoes and sandals. Riegel Textile Corp, Industrial Gloves Div, New York, N. Y. Industrial work gloves. Roefcwood Sprinkler Co, Worcester, Maas. Automatic fire protection systems; sprinklers, waterfog, fogfoam and foam. Row Mfg. Co, Denver, Colo. Industrial safety equipment. Safeguard Mfg. Co, Woodbury, Coon. Modern press guards. Safety Box Toe Co, Boston, Mass. Safety steel toes. Safety Clothing A Equipment Co, Cleveland, Ohio Safety clothing and equipment for every type of industrial worker. Safety First Products Corp, Efcnaford, N. Y. Fire extinguishers. 6) R 1957 National Safety Congress Safety Exhibitors Safety First Sboe Co, lac, HoDistoo. Maas. Safety steel toe shoes for men. Safety Pint Supply Co, Pittsburgh, Pa. Industrial safety equipment. Safety Tower Ladder Co, Burbank, Safety equipment for fixed ladders and scaffolds. Salisbury, W. H, ft Co, Chicago, HL Linemen's rubber protective equipment. Sarole, lac. Linden, N. J. Non-traumatic carrier. Sawyer-Tower. Inc, Boston, Mam. All types of protective and safety clothing. Schrader's A, Sou Div, Brooklyn, N. Y. Pneumatic press controls, valves, cylinders and associated products. Scientific Industrial Supply Co, Chicago, HL Gloves, clothing and general safety equipment Scott Aviation Corp, Lancaster, N. Y. Scott air-pak demand mhalator, demand respirator, bydro-pak. Searjeant Metal Products, Inc, Mendon. N. Y. Punch press safety guards, controls, and accessories. Sellstrom Mfg. Co, Palatine, CL Face and eye protection equipment Spcakznan Co, Wilmington. DeL Industrial emergency showers, eye-wash fountains. Standard Safety Equipment Co, Chicago, 1L Industrial safety equipment Stephenson Corp, Bed Bank, N, J. Automatic resuscitation equipment and chemical breath test for intoxication. Stonehoose Signs, Inc, Denver, Colo. Industrial accident prevention signs. Stop-Fire, Inc, New Brunswick, N. J. Fire extinguishers. The Surety Rubber Co, Carrollton, Ohio Personal protective equipment for industrial and electrical workers. The Surty Mfg. Co., Inc., Chicago, HL Linemen's safety equipment and Industrial workers protective equipment. Taylor, S. G. Chain Co, Inc, Hammond, i*m_ "Taylor-Made" alloy steel sling chains and allied products including Tayco patented alloy steel drop forged hooks. Tact, Inc, Dumont, N. J. Vythene and other Tecsolve safety solvents. Titans Optical Co, Inc, Petersburg, Va. Safety eyewear, ophthalic instruments, lenses, frames and sun wear. Tool ft Mfg. Co, Inc, Coverdale. Pa. Non-spalling hand tools and hand protectors lor same. Union Wire Rope Corp, Kami* City, Mo. Wire rope "Tuffy" slings, "Taffy" towlines. United States Safety Sendee Co, Kansas City, lio. Industrial eyewear, . Univeml Match Corp, St. Louis, Mo. Safety programs for employees, match book safety programs, employee health, sanitation programs, fire prevention programs. Wagner Sign Service, Inc, Chicago, UL Wagner changeable copy displays. Watcbemoket Optical Co, Inc, Providence, R. L "Eye-Savers'* plastic eye protection and Plasi-Glow safety signs. Welsh Mfg. Co, Providence, R, L Safety goggles, lens, face shields and helmets. Western Industrial Pharmaceuticals Co, San Francisco, Calif. Poison ivy, oak and sumac ointment. Wcstlmc Products Div. of Western Lithograph Co, Los Angeles, Calif. Industrial signs, markers, safety signs, pipe markers. Labels, letters-numbers-iignl. Wheeler Protective Apparel, Inc, Chicago, UL Industrial safety clothing for heat and abrasive hazards. Whitney, L. A, Associates, Inc, New York, N. Y. Visual aids--flannel boards, programs--complete art and production service. Williams Jewelry ft Mfg. Co, Chicago, UL Safety awards, badges and trophies. Willson Products Div, Ray-O-Vac Co, Reading, Pa. Industrial goggles, gas masks, helmets and respirators, and allied safety devices. The Wilson Rubber Co, A Div. of Beeton, Dirkinaco ft Co, Canton, Ohio Rubber and synthetic industrial gloves for every use. Wolverine Sboe ft Tanning Corps Rockford, Mich. Industrial safety shoes. EDUCATIONAL EXHIMTOK American Optometrie Assn, St. Louis, Mo. "Vision For Safety"--On The Highway, In Industry. Argosne National Laboratory, Lament, UL "Equipment and Guides Used in the Performance of Radiation Safety Work." Boy Scouts of America, New Brunswick, N. J. Exhibit of 1958 Good Turn Campaign. Inter-American Safety Council, Inc, New York, N. Y. The Safety Council serving all Latin America. National Bureau of Standards, Washington, D. C. "Loading Effects of Wind on Towers." National Society for The Prevention of Blindness, New York, N .V. Educational material on conservation and utilization of eyesight in industry. 03 Il957 | Other Volumes in this Series 4 (CURRENT SAFETY TOPICS User* of thic volume will find much value in its companion volumes. Here is the list; Volume 2 Vol. No. TITLE Stock No. 1 General Sessions end Detailed Incfe* to all Volumes...................................114 pp. 072.27-- I 2 Aviation; Aeronautical Industries Section It Mr Transport Section...........34 pp. 022.27--2 3 Basic Steps la Accident Prevention.................................................................. 32 pp. 022.27--3 4 Cement and Quarry Industries................................................................................... 12 pp. 02227^^ 5 Chemical Industries .................... 40 pp. D2U7--I 4 Coal Mining Industry............................. 44 pp 02227--4 7 Comtntcboa Industry; Public Employment........................................ 74 pp. 027-27--7 I Electrical Equipment Industry and Public Utilities...................................................40 pp. 02227--I t Form Safety ....................................................................................................................... 32 pp. 02227--t >0 Fuftiltacr Industry ........................................... 24 pp. 022.27--10 11 Food, Moat Packing 4 Leather Industries, Trade* and Services..................44 pp. 02227--11 12 Glast and Ceramics Industry and Rubber Industry...........................................34 pp. 022.27--12 13 Home Safety............................... 40 pp. 02227--13 14 Industrial Subject Sessions (Sponsored by A5SE)..........................................112 pp. 02227--14 15 Labor ...................................................................................................................... 34 pp. 022-27--15 14 Maritime Industries (Marine Section)....................................................... S4 pp. 02227--14 17 Metals Industry........................................................................................... It Metal* Product* Industries (Automotive and Machine Shop Section Power Press and Forging Section).................... 4* pp. 02227--17 34 pp. 02227--It It Mining Industry .. ................................... 44 pp. 02227--It 20 Motor Transportation industry (Commercial VehicleSection)...................40 pp. 02227--20 21 Occvpetieoal Health Nursing Section................................................ 20 pp. 02227--21 22 Petroleum Industry ............................................................................. . . 52 pp. 02227--22 23 Printing and Publishing Industry.................................. . . . ., . . 24 pp. 0Z227--23 24 Nip and Paper Industry......................................................................... . , .44 pp. (0227--24 25 Railroad Indwrtry ............... 54 pp. 027,27--25 24 School and College Sefety............... 12i pp. 02227--24 27 Traffic Safety................................................................................. . 4t pp. 02227--27 2t Transit Industry...................................................................... . 29 Wood ftidmb and Textile Industries................................................. ... 40 pp. 02227--21 ... 40 pp. 02227--2V 30 Early Morning Sessions. "Human Relations and Man-Managcmeet" . . 44 pp. 02227--30 AERONAUTICAL INDUSTRIES SECTION AIR TRANSPORT SECTION PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages-- 25 to 48 pages-- 49 to % pages-- Over 96 pages-- * 9 copies Each $025 25 .45 .60 25 10 to 99 copies Each $020 28 -37 .50 25 100 Ip 999 copies Each $0.17 25 JJ .45 2D 1000 or more Each $0.17 25 J3 .45 JO Complete set of Current Safety Topics (30 voli.)--$9.50. Stock N'o. 022.17 All pnees shown arc subject to a 10 per cent discount to Natiooa] Safety Council members. Transactions of the 45th National Safety Conyrema (October 21-25,1957, Chicago, iU.) NATIONAL SAPKTT COUNCIL 42* NORTH MICHIGAN AVC. CHICACO 11. ILL. I5MO702 min* la *,,*. 02227--1 116 NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO IT, ILLINOIS CONTENTS Aeronautical Industries Section Co*i of Off-tb*-Jeb Accidents to Industry .. ............... R, Wilkins 5 Epoxy Resins end Catalysts Hazards. .. .......... .........Raul Lange 7 AERO Safety Exchange Questionnaire Results' . . . ........... ......... II Potential Hazards of Fuselage i Component Pressurization Testing......... ......................... Frank W. Starr 16 ARDC Guided Missile Safety Techniques. Harry F. Boone It Air Transport Section Jet Ground Handling Hazards................... ........... J. T. Dyment 24 Jet Noise on the AirportWhit to Do About It............... Howard C. Hardy, James . Anceff 29 Aeronautical Indusifies Officers........ . ................................ 32 Air Transport Officers .. ... , ............................ 34 2 LEARNING TO LIVE .. . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas m safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping other*--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half m century ago, * time when man's thoughts bmrtiy kept pace with the industrial revolution. Since then, man lias introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates interspace travel! .Through science and technology', matt is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To e..courage more widespread knowledge of the various fields of safety, (he National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. . Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council hies. Views expressed at the Congress or in any volume of Current Safety' Topics are those of the Congress participants, and not necessarily those of the National Safety Council. AERONAUTICAL INDUSTRIES SECTION THE AIR TRANSPORT SECTION This voltsse is a record of the sessions held at the 1957 National Safety Congress by the Aeronautical Industries Section and the Air Transport Section. The conduct of these Congress sessions each year only one of the many cooperative activities which the Aeronautical Industries Section and the Air Transport Section carry on in behalf of their members, and for the benefit of accident prevention work in the aviation Industry'* These Sections give guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of aviation. The activities of these Sections are under the direction of their executive committees, the members of which are listed at the close of this volume. Aeronautical Industries Section COST OF OFF-THE-JOB ACCIDENTS TO INDUSTRY by It. WILKINS safety administrator, North American Aviation Inc., Los Angeles, Calif. At a recent meeting of the 17th Annual Congress on Industrial Health, Dr. Dwight H. Murray, President of the Americas Medical Association, stated that "from 1940 to 1945, the accidental death rate in industry dropped 30 per rant, making most work places safer than the home and highways,* From this statement it would appear that the industrial safety job has reached the stage of "a good job well done" but it certainly points to the necessity of added efforts in the off-the-job safety field. Quoting from the 1957 edition of "Acci dent Facts," we find that off-the-job acci dents cost the American public $4,850,000, 000 as compared to costs of work accidents of $1.950.000.000, or a ratio of 2$ to 1. This does not include indirect costs but reflects wage loss, medical costs, and in surance. To get into the area of how znuch of this tremendous off-the-job accident cost is being borne by industry', ooe must reflect on the direct cost of group and disability insurance programs which are borne by industry*, and under such programs, employees or their de pendents draw benefits white disabled or hospitalized as a direct result of off-the-job accidents. The cost of most disability insurance pro grams to industry* >* *> direct relation to the amount of benefits paid tinder these plans, to it it fairly obvious that by reducing offthe-job accidents, there would be a direct result of lowering the cost of disability in surance to industry. CONTRIgUTOfty PLANS While most group insurance plans are contributory in nature, that is. the employees and employers both contribute, the same premise as stated above would be true to a lesser degree. In a recent one-year period, ) large aircraft company in the State of California showed the following cost ex perience in the three fields of so-called fringe benefit insurances. Group Insurance.........................$2,866.000. Disability Insurance..................$1,352,000. Workmen's Compensation 313,000. These figures show that the ratio of group insurance to Workmen's Compensation is 9.2 to 1 and disability insurance is 2J to 1. The previous ratio as reflected from the fig ures quoted from "Accident Facts" is almost identical to the ratios of disability insurance to Workmen's Compensation noted here. Throughout the safety engineering pro fession during the past years, the most often heard comments are the need for upgrading the profession and ways and means of ef fecting it. Certainly, in the present period of increasing austerity, the most fertile field for a safety engineer to develop as an im portant part of good management would be in decreasing the cost of doing business, and, without question, from the figures shown, mudi on be done in the field of reducing costs of fringe benefit insurance programs through the development and ac tive participation in off-the-job safety pro grams. . INDIRECT RETURNS Up to now, we have only been talking in direct dollars and cents costs with no thought being given to the indirect returns of offthe-job safety programs from the public and employee relations standpoint. A couple of years ago, during a most active phase of our off-the-job safety program, an attitude survey among a small, scientifically selected sample of employees was made, to determine which of our many fringe benefits our em ployees were most familiar with and which they most appreciated. They were not asked to comment on any specific benefit but were asked what they thought were the most important advantages to them in working at North American. 5 1957 Sationat Safely Congress The results showed concretely that our safety program had made a bigger impres sion on our employees than any other single fringe benefit that North American offered. This is especially significant when you con sider all of the fringe benefits furnished by industry these days. Certainly, this atti tude reflects the good feeling brought about by doing something on off-thc-job safety for the employee and his family. There are many tangible returns from a sound safety program in the area of better employee relations, public relations, and more efficient production. We attempted to reach the people who make the man on the job "tick" through a joint on-the-job--offthe-job safety program. This program has been continuing for the past several years and it is called the "Good NAAbor Pro gram.** The most recent phase of this pro gram was typified by direct mail into the homes of all employees at the Los Angeles, Downey, Canoga Park, and Fresno, Cali fornia plants, representing some 23 geo graphic locations and fitting into 1-1 separate communities. OFF-THE-JOMROGRAM Special letters were mailed, accompanying a safety booklet or bumper sticker, playing up items of safety that had some specific appeal at the time of the mailing. The fire most recent gimmicks we used in this pro gram were: 1. the Good NAAbor Safety Show, 1. a Bumper Sticker Campaign. 3. "Dennis the Menace on Safety" Booklet. 4. Post Cards, and 3. Lifesavers. The first project, the Good NAAbor Safety Show, incited employee interest and participation in Doing for Safety. A theater was reserved for North American's exclu sive use for one day. with second shift employees being invited to the matinee per formance. Attendance at the theater was limited to employees and their wives or husbands, who had been recognized by their supervision as having done something "ex tra" for their own or their fellow worker's saicty. At the time he was observed, he was given pair of tickets to the show, plus tickets for free popcorn and Cokes. The program consisted of a presentation by North Ameri can's choral group, followed by a short sub ject comedy on safety, and a major studio feature preview. Next, a traffic safety letter was mailed to the homes of all North American California employees, with the enclosure of a bumper sticker which was designed with the Good NAAbor Safety- Insignia and bearing the wording, "When in Doubt--Play it Safe." PROGRAM FOR CHILDREN The next project, "Dennis the Menace on Safety-." was especially well received by the children in the homes, and requests for additional copies of the booklet were re ceived from schools and PTA groups. This booklet, a National Safety Council publica tion, was imprinted with our Good NAAbor insignia, and was mailed to the homes of our employees together with a home safety news letter. Next we mailed jumbo post cards with a full color picture of products built by North American Aviation, such as the atomic energy reactor and the Saber jet The card carried an appropriate safety message or slogan on the reverse side. The final phase of this campaign took place on the job. Miniature Lifcavers were vbuined with a safety slogan imprinted on each package. "Good NAAbors are Lifesavers." These Lifesavers were given to our plant safety committeemen who passed them out to employees in their area on a given day. Interest in this project, as well as all other phases of the program, was incited b\ articles in the company newspaper. Several weeks before the Lifesavers dis tribution, small brighteners, such as "Lifesavers are Coming," "Lifesavers--A Safety Treat," appeared in the newspaper, to arouse curiosity and interest in the program. As in past phases of our Good NAAbor Program, we are allowing a lapse of several months before embarking on other phases. These are presently in the study stage. It seems readily apparent to me that in creasing activities in the off-the-job safety field are indicated, and, as a means of mak ing the safety job a more important tool of management, it would behoove all of us to increase all of our activities in this field and thus cootmue to do a worthwhile service for employers, the community, and the nation. A EPOXY RESINS AND CATALYSTS HAZARDS by PAUL LANGE industrial hygiene engineer. Employers Mutuals of Wausau. Milwaukee, Wit, During the last few yean, a relatively new group of synthetic resins baa been In troduced into the aircraft industries. They are called the epoxy resins and are also referred to as epoxide and ethoxyline. These names are derived from the functional OXIRANE group and partially from the basic material epichlorohydrin. Chemically, these resins are condensation product* formed from epichlorohydrin and bts-pheno! or other polyhydric compounds. hastened by additional heat in curing ovens. Shrinkage is small during curing, indicating that the amount of volatile material re leased is small Depending upon the results desired, fillers plasticisers, diluent* and flexibilixers may also be added. '. HARDENER HAZARDS The chief health hazard associated with epoxy resins lies in the handling of the hardener and the catalyzed uncured resin. The resins were first introduced in this country under such trade names as "Epon" and "Araldite," Needless to say, there is a large variety of epoxy resins on the market today under various trade names. It is esti mated that about 90 million pounds of epoxy resins were used in 1936. Because of their extensive range of de sirable characteristics, epoxy reams have a wide application. Aside from good me chanical and electrical properties, they have excellent adhesion and insulation qualities, plus a remarkable resistance to corrosion. In short, their application appears to be un limited. A speaker addressing a recent American Foundrymen's Society meeting heralded epoxy resins as "perhaps the most important development in our Gfe lime." APPLICATION OF RESINS Typical industrial applications include air craft fabrication: electrical components, such as transistors, capacitors, rotors and small motors; proofing of electrical splices; fabrication of foundry patterns; lining ma terials for detergent and paint cans; drill and checking fixtures; glass cloth laminates; bonding for milk tank fabrication; and even repair of metals such as automobile bodies and fenders. The hardeners are most often one of the aliphatic or aromatic amines. Occasionally, one of the organic add anhydrides is used. As a group, the amines, substituted ammonia compounds, are caustic materials. Human experience and animal studies have shown that die amines are not only primary skin irritants, but can also become general ized sensitizers with whole body reactions. From our knowledge of human experience it has been demonstrated that anyone with sufficient exposure to the amine catalysts or their sapors will develop a skin reaction. Frequent exposures to relatively low con centrations of amine catalysts will produce a sensitized-type dermatitis which becomes more extensive with repeated exposures. The skin reaction generally appears on the exposed skin areas such as eyelids, hands, forearms, neck and face. The der matitis generally appears as an inflammation progressing to edema, later vesiculation with weeping, crusting, and finally scaling. Con tinued exposure may propagate the der matitis to other parts of the body. SENSITIVITY VARIES Developing a sensitivity to the amine catalyst* is extremely variable. Some hyper sensitive individuals develop a sensitivity Basically, epoxy resins are supplied in two reactive components, die resin and the hard ener, which is also referred to as the cata lyst, curing or setting agent. In some cases it is desirable to preheat the components, and in other cases tht components are mixed at room temperatures. Likewise, curing may occur at room temperatures or is after short exposures, while others may be exposed for years before becoming sen sitized. In the case of a sensitized indi vidual the mere inhalation of tow concen trations of the amine catalyst may be suffi cient to produce real symptoms. The prognosis of most epoxy resin der matitis eases is for the most part fairly 7 1957 National Safety Congress rapid recovery after medical treatment and complete removal from the exposure. Ex perience has shown that affected personnel must be completely cured of their skin irri tation before returning to their previous exposure. We were again reminded of this Just recently with an epoxy resin dermatitis case in Milwaukee. An affected worker was removed from his original exposure and after proper medical treatment was per mitted to return for work in another part of the plant where there was no epoxy resin exposure. Unfortunately, the newly as* mimed position was also on a lower pay scale. The employee's dermatitis had healed fairly well and was in the final stages of healing. The man clamored for immediate return to his old job. RETURNED TOO EARU The Union representative thought he had the best interests of his fellow worker at heart and lent his support. The superinten dent was pressured, against his better judg ment, into returning the employee to his old job. The story it short. The man worked just one day That night his der* matitis broke, covering not only his previ ous hand skin area but radiated up his forearms finally reaching his shoulders. The final report on the employee was that he was again on his old job but a very care ful worker. The hazards associated with the other catalysts such as the organic arid anhy drides vary from moderate irritation to the eyes, nose, and throat, to extreme irritation o the same organs. UNCURED RESINS The plastics industries were among the first to team that the catalysts for epoxy resins were dermatitis producers. They ex tended research efforts to find less hazard ous materials. It has been found, for ex ample, that the hydroxyalkyl derivatives oi diethylenetetramine do not produce sensiti zation and are equal to or better than the commonly used cross-linking agents. As a result, a low order toxicity amine catalyst is on the market While most of the uncured resins may in themselves produce skin and eye irritation, they are considerably less reactive than the catalysts. Some sources indicate that there ts a relationship between the ability of the resin to produce dermatitis and the resin's molecular weight It is believed that the irritant potential decreases with the increas ing molecular weights of the resins. The theory is that with an increasing mole cular weight resin there are fewer mole cules per unit area for reaction with the skin. The catalyzed uncured resin will have irritant properties dependent upon the reac tiveness of the resin and catalyst used and the slate of polymerization. Once the resin becomes fused, there is little sensitizing danger except when per forming grinding or other mechanical opera tions whereby small amounts of vapor may regenerated. This may become signifi cant if such work is carried out in confined nnventilated spaces. Likewise, there is also a possibility of generating considerable dust daring the winding of the hardaied resin. There haw been a few cases where sensitized individ uals have experienced difficulty from the sanding dust when not protected with a respirator. Ordinarily, the dust is considered fairly inert It U an organic material and under proper conditions may present a fire and explosion hazard. PLASTICIZERS AND DILUENTS The use of these materials may further increase the hazard of handling epoxy res ins. For example, a diluent such as phenyl glvcidal ether is an irritant affecting both the eyes and the skin. Plasticizers and dilueni5 also increase the potential fire hazard Most of the fillers, with the notable ex ception of silica flour, present few health hazard problems. Likewise, the flexibilizers such as the organic potvsulfides even with their foul mercaptan odor are considered less liazardous. The handling of epoxy resin materials presents no unusual difficulty providing a comprehensive safe practices program is instituted and rigidly enforced The prin cipal objectives of the program are much the same as with the handling of any other hazardous material. Experience has shown tb.it the following safe practices are effec tive. Aviation Industries EDUCATING FOREMAN. WORKERS It is of prime importance to train the foremen and workers how to work safely with the epoxy resin components. They must know and be keenly aware of the potential hazards and how to cope with the reactive materials. The basic need for strict personal hygiene must be fully appreciated. It is not uncommon to hear plant safety directors remark that after men have been working with epoxy resins they develop better basic personal hygiene habits than they had before they started such work. Even smalt items, such as keeping the finger nails short, not wearing rings or wrist watches while working, not wiping the perspiration from the face with a con taminated hand, using clean rags or paper toweling to remove excess resin, and wear ing clothes not contaminated with resin or catalyst are of significance. Frequent washing of the is neces sary whenever the worker leaves the resin area before smoking, eating, or drinking. Care must be exercised not to contaminate door knobs and other cocmnoa articles. Fooi-activatcd water valves are desirable ai the drinking fountain and In the wash room. WATCH SKIN CONTACT It is most desirable to keep the r*a*rtav* epoxy resin components off the skm. Proc ess mechanization is one effective method tn minimizing skin contact, for emtpte. mechanical mixers and mechanical pouring devices. In many instances the operation Is soch that manual handling of the eocnpoocDts b required. It is during these operations where gross skin contamination tray result, Impervious gloves (preferably lined), aprons, sleeves, face shields, vapor-proof chemical safety glasses, respirawes approved by the U.S. Bureau of Mines for protection against toxic vapors, and barrier cross are all valuable in minimizing dtin ceetact There are some manipulations which re quire acute manual dexterity and gloves cannot be worn. In such cases it is desirable to use a harrier cream. There are many barrier creams ava:'able and generally any cream providing good protection against alkalies will provide some protection. Ap plication of barrier creams to all exposed skin areas is advisable where there Is a danger of the uncured epoxy resin or the catalyst vapors reaching the skin. In cases of sensitized individuals this is extremely important We frequently hear production people state that just walking through a curing area when small amounts oi amine vapors are present will cause the face'to break out with an urticaria condi tion if they had forgotten to apply their barrier^ cream. SUFPLX REFATTING CREAM Since workers must wash their hands many times during the day. it has been found worthwhile to supply die workers with a retatting cream such as the lanolin base type for use after the final dean-up at the end of the shift. This fadlitates the re plenishment oi the natural skin oils and prevents the hands from becoming dried and cracked, conditioning then so they are less susceptible to Infection. Plastic gloves and tools contaminated with epoxv resin components should be washed m some suitable solvent such as acetone or alcohol, followed by soap and water. Since most of the solvents which may be used for this cleaning action are fbiRimable, the solvent washing is best done by a worker protected with impervious gloves in a container equipped with a self dosing safety fid. Only tools contaminated with epoxy resin components should be cleaned tn this container. Face shields are helpful in keeping drop lets off the face in many operations, for example, applying the catalyzed resin as an adhesive coating on a tank with paint rollers. Once the resin material falls on the skin, it should be removed as soon as possible with soap and water before the ream sets. Should the resin become set, care must be taken to use only clean solvent for removing the resin. There arc also products now available for removing epoxy resins itran the skin. These are said to be free oi solvent. RESPIRATORS SUGGESTED Respirators approved for protection against toxic catalyst vapors have a place where ventilation i* impractical Likewise, chemical safety goggles are necessary under similar circumstances to prevent eye irrita tion. 9 J9S7 National Safety Congress Good housekeeping Is essential in keeping the resin components off tbe skin. Sloppy handling of the reactive materials and al lowing then to become spilled on the floors, benches and tools generally means that some of the material will eventually contaminate some worker's skin. With some operations it is desirable to cover the work benches and other possible drip locations with a disposable material such as paper. This covering material may then be removed at the end of the shift or as the situation demands and disposed in suitable closed waste containers. VENTILATION One of the first controls an industrial hygienist considers when dealing with a toxic material is ventilation. We have placed ventilation as the third control since it in itself is not as importan. education and keeping the skin contact to a minimum. Sensitized workers may argue this point but had they not allowed themselves to become sensitized, they perhaps would also concur. It is desirable to apply local exhaust ven tilation at weighing, mixing, and curing areas. Where oven-curing operations are utilized, it is also necessary to ventilate the ovens. The need for ventilation is some what dependent upon the type of epoxy resin and hardener and the temperatures used since some epoxy resin components have low vapor pressures. MEDICAL CONTROLS In some operations if the amount of epoxy resin used is small and the plant area large, good general ventilation is ade quate. As mentioned previously, there are some operations where because of the mass of the material involved, local exhaust ven tilation is impractical and general ventila tion is inadequate: therefore, approved re spirators must be worn to protect the workers. One of the chief functions of the medical control is to assure prompt medical treat ment of all skin irritations. This requires a dose watch by foremen and supervisors so that a worker does not develop a full "blown" dermatitis before reporting to the medical department If the plant does not have a medical director, services of a der matologist should be sought The treating physician should be supplied with complete information regarding the epoxy resin used. The worker should not be allowed to return to Us job without a directive from the medical department and then his preventive measures become extremeiy Important. An attempt should be made a* the pre employment physical examination to screen allergies and asthmatics so that these workers are not exposed. Proper fire precautions should be observed with the resins, flexibtiixcrs, catalysts and diluents. As mentioned before, dust con trol measures should be considered for sand ing operations. MANUFACTURERS' RECOMMENDATIONS For interstate shipping regulation reasons and others, products are labeled with the manufacturer's recommendations for safe handling and use. This information should be studied and followed carefully as il eontains a wealth of information. Most manufacturers win gladly supply additional information at your request, and it is only reasonable that they know their products best. The epoxy resins are finding wide appli cation throughout industry. The main oc cupational health hazards associated with their use is contact dermatitis and sensitized dermatitis in some individuals. Experience indicates that epoxy resins can be worked with safely provided basic safe practices are exercised. These include education, keeping the skin contact to a minimum, adequate ventilation, medical con trol, proper fire precautions, and following the manufacturer's recommendations.^^ 10 AERO SAFETY EXCHANGE QUESTIONNAIRE RESULTS The AERO Safety Exchange Question naire was submitted in advance of the pro gram, summarized after returns were re ceived, and in part, discussed at the program. Other matters were also discussed, but not recorded. Members replying to the Questionnaire? AiResearch--Division of Garrett Corpora tion--Los Angeles, Calif. ARO, Incorporated--Tultahoma, Tom. Boeing Airplane Company--Seattle, Wash. Boeing Airplane Company, Wichita, Kan. CONVAIR--Division of General Dynamics Corporation, Fort Worth, Tex. Douglas Atrcnft Company, Ine.--Long Beach, Calif. Douglas Aircraft Company. Inc--Tulsa. Okla. ` Hughes Research & Development Labora tories--Culver City, Calif. Lycoming--Division, AVCO Manufacturing Corporation, Stratford, Conn. McDonnell Aircraft Corporation,--St. Louis, Mo. Orenda Engines Limited--Toronto, Ontario Rohr Aircraft Corporation--Chula Vista, Calif. Ryan Aeronautical Company--San Diego. Calif. * Solar Aircraft Company--Des Moines, Iowa Wright--Patterson AF Base--Dayton, Ohio A. EMPLOYMENT OF PERSONNEL !- X-Rays taken of all Backs? No: J6* Yes: 0 * 1--On ages over 30 1--New hire past 40 (4 views) a. If not, are they taken on questionable rases? No: 2 Yes: 14 * Questionable under 40 b. Are records kept of individual X-Ray exposures? No: 2 Yes: 14 2. Is safety orientation given at time of employment ? No: 2 Yes: 14 If so, state length of orientation. 1--40 Minutes 5--60 Minutes 1-- 2 Hours 2-- None 3--45 Minutes 2-- 5 Minutes 1--20 Minutes 2-- 1 to 2 Hours b. Are safety rules given employees? No: 1 Yes; IS & Arc safety rules given employees at time of employment ? General: 8 Departmental: 1 Both: 6 Hone:l X Are medically restricted cases checked by Safety Departmat for approval before actual employment? No: 6 Yes: 10 a. Does Safety Department cheek in clude all restrictions, even to color blindness? No: 5 Yes: 11 b. Are medically restricted personnel periodically checked by Safety De partment ? No; 4 Yes; 12 * Every 6 Months (1) 4. Submit example of report on type med ical restrictions which cause rejection of applicant. 1--Drill press operators 1--Man with one eye I--Former back cases l--Not available for release 1--Color blind person cannot work in stores, bar stock. Folio cripple can not work in second floor departments because of stain. 1--Backs, respiratory, hearing, sight and some physically handicapped. 1--Se* complete record on file B, MEDICAL L Are medical restrictions placed on em ployees who are given permanent disa bility awards? No: ! Yes: IS* * Depends on case. 11 J9S~ National Safely Congress a. Does this include cases where com pany or company authorized physician does not find any disability, but em ployee given award? No: 7 Yes: 8 2. Are cases considered industrial, where a. Employee bends down, cannot straighten up, and disc results? No: 3 Yes: 13 b. Stoops to plug in electrical plug-back strain-lost time only? No: 3 Yes: 13 c. Dermatirus reason? No: 9 condition--No Yes: 7 positive 3. No reports. C, SAFETY DEPARTMENT t. Are tabulating cards prepared on all dis- pensory calls, broken down by type of in juries and reports made? No: 11 Yes: 5 a. Are monthly reports also made by tabulating unit and printed off of master ? No: 11 Yes : 5 Note: One company reports that medical makes monthly report. Z Do yon keep accumulated record of man hours worked by each department? No: 3 Yes: 13 a. Where do you get figures ? 1 --Accounting--13 2--Tabulating--1 3, On what basis are Safety Personnel Em ployed ? 1--Direct labor hours--1 2--Two years or more of Safety Engi neering experience. 3--No written procedure. 4--Salary for male safety engineer- hourly for clerical, 5--No comment--3 t>---Qualifications, work background, per sonality, etc. 7--U. S. Government Standards S--Education and Experience 9--Experience--2 10--Roughly one per each 750 employee 11--Basis of need t. (it 7 Safety Engineer* 1 Steno (2> 1 Safety Engineer 6 Safety Inspectors 1 Steno (3> 1 Safety Engineer t Steno <4) 1 Safety Engineer f Sl**]^ 1 Safety Supervisor (S> 1 Safety Engineer 1 Safety AOminmmtire 1 Safety Representative 1 Steno-Secretary (*) Safety Engineer Steno-Secretary (7) No Comment--2 (S) 1 Safety Engineer 7 Safety Inepeetor 1 Safety Analyst 1 Steno-Seeretary 1 Clerk (S) 2 Safety Engineer* 1 Steno-Secretary (10) 3 Safety Engineers 1 Steno-Secretary 4 Clerks fll) 1 Safety Engineer 2 Safety Inspectors 1 Steno-Secretary (12) 1 Safety Engineer 1 Safety Engineer 1 Safety Supervisor 1 Steno-Secretary (12) 1 Safety Engineer 3 Safety Analyst 1 Safety Inspector (14) 2 Safety Engineers 1 Steno 12 Salary Not Disclosed $ 93.Q0--* 11100 Week S:S6-A 91.20 Week 0400.00-- MOO OO Tur 123 00-- SCO.00 Month Salary Not Disclosed Salary Not Disclosed Salary Not Disclosed Salary Not Disclosed * 30* 00--*1100.00 Month 864.00-- 333.00 Month 500.00-- *03.00 Month 1.73-- 2.33 Hour 500.00-- COO 00 Month *60.00-- 230 00 Month *5440.00--**645.00 Tear 4080 00-- K2SO OO Tear 3415.00-- 4890.00 Tear 2550.00-- 3925 00 Tear 23*0.00-- 3925.00 Tear 123.00-- 17* 00 Week 1 ?*_ 2 0* Hour 34.00-- 141.00 Week 1.85-- 2.08 Hour 1.49-- l.C* Hour Salary Not Disclosed * 410.00--* *25.00 Month 346.00-- 330.00 Month - 6300.00 Tear _______ - 3400,00 Tear Salary Not Disclosed *2700.00-43*00.00 Tear Salary Not Disclosed 1^450 00--S 636.00 Month * 375.00--* *65.00 Month 1.71-- 2.1* Hour | 24.500 Personnel | 30.000 Personnel } 2,900 Personnel | 27,25* Employees | 3,500 Personnel (Personnel Not Mentioned 90,000 Personnel 12.317 Personnel 28.000 Personnel 5.000 Personnel ' 2,200 Personnel 3.500 Personnel ) 28,000 Personnel Atriaturn Industries 4. Does safety approve all tooling prints where safety involved? No: 3 Yes: 15 5. Does safety approve plant engineering prints? No: 2 Yes: 14 6. Does plant lay-out tie safety in on all moves, additions, etc? No: 2 Yes: 14 7. Does safety have monthly meetings with all unions? No: 6 Yes: 10 & Does safety check all attfoorol safety requirements to all process standards? No: 4 Yes: 12 9. Are all standard practices omjiving .safety coordinated with niece? No: 1 Yes: 15' 10. Docs safety check employee suggestions regarding safety? No: 0 Yes: 16 11. Are safety standards added to engineer ing standards? No: 1 Yes: 15 12. Are safety check ibeets made out tor departments? No: 7 Ye* 9 53. Do you have safety tide* for each de partment? No: S Yes: 11 14. Are awards other than Safety Plaque for department given each employee for a given number of no lost time hours ? No: 16 Yes: 0 15. What departments, or job classification, have a compulsory safety shoe require ment 0) No safety shoe program--9 com panies (2) Foundry, drop hammers, tooting & material handling (3) Steel Foundry--3 companies (4) Drop hammers, die yard, foundry (5) Foundry, warehousing, machine shops & plant maintenance. 16. What departments have goggle areas? (1) Fabrication & tooling (2) AU departments in shop--$ (3) Departments having grinding, weld ing, etc. (4) Machine shop, fabrication & chemi cal processing. (5) Machine shops, maintenance, burring, aluminum foundry, plating, sheet metal, spot welding, grinding, heat treat and Experimental Laboratory (6) Welding, machine operations--main tenance (7) All haordxs areas such as machine shop 4 sheet metal fabrication, etc. (8) Plant wide, except final inspection k final assemblr (9) Grinding ran (10) Tool gtuwfiag (11) Production machuu hep. Tool A; <Se. Tool rimTing etc. 17. Makes of goggle* uetd Spectacle typo--14 Coverall type --13 a. Are they repaired? No: 2 Ye*: 14 b. Salvaged when repair needed? So: 13 Ye*: 1 c. Do you wawbidat on cera-eraO tvpe ociv? . No: 12 Yes: 4 d. Is goggle can used1 No: 16 Yes: 0 e. What kind of goggle cleaning used : Paper & fluid--11 Treated Paper--10 18. Do your safety personnel have a certain area for which they are responsible? Xo: 8 Yes: 8 19. Have you tried to employ specialists or engineers for the various requirements, such as: chemical, structural, mechanical and electrical? No: 14 Yes; 2 20. Is safety responsible for all proof-test ing of handling fixtures, cranes, hoists, jacks, tri-pods, etc.? Xo: 8 Yes: 8 a- Docs safety maintain records & issue requests for proof-testing? No: 7 Yes: 9 b. Does safety witness new or reworked proof-testing? No: 7 Yes: 9 c- Are more important fixtures tnagna- fluxed? No: 4 Yes: 12 21. To what division head or executive dies safety report? (1) Personnel or industrial relations-->12 (2) Management--1 (3) Public relations--1 (4) Chief-general services division (5) Plant engineer 13 293? National Safety Congress 22. Are compensation payments top management? No: 1 Yes: 15 a. Individually--23 h Monthly--I c Yearly--12 reported to 23. Can employees purchase safety shoes through thecompany on time basis? (Payroll deduction) No; 6 Yes: 10 24. Do you carry home-safety activities other than through your weekly news? No: 7 Yest 9 D. TESTING EQUIPMENT 1. Are all testing fixtures, including gauges, hoses, safety valves and operations pe riodically checked? No; 2 Yes: 14 2. Are operating instructions posted on each fixture? No: 4 Yes: 12 3. Are operators specialty trained, certified, and authorized to operate most equip ment? No: 3 Yes: 13 4. Are assigned operators names posted on equipment? No; 13 Yes: 3 5. Does safety approve design of each? No: 5 Yes: 11 6. Do you have a special certification de partment for this equipment? No: 8 Yes: 8 7. Do you have a special hose with safety pop-off valve for airing tires from ni trogen carts? No: 6 Yes: 9 E. MISCELLANEOUS 1. Does all towed equipment, except that which has a mercury trailer hitch, have safety chains? No: 3 Yes: 1 2. Do you use a substitute fluid for JP-4 fuel (such as Sol-Tro!) for testing fuel system, including tanks, valves, fittings, tubing, boost pumps, etc, in aircraft under static test load or pressure? No: 0 Yea: 8 3. What type protection it used to keep down skin scratches? (1) Gloves--4 14 (2) Padded or sheared off corner*-- gloves--aprons, etc (3) Paper--2 (4) Spray-Lac (5) Protective equipment--6 (6) Corregated paper coverings Note: This question tnis-understood. It was intended to concern keeping surface scratches from aircraft wings. etc 4. Tvpe ear plugs used: (1) Rubber--3 (2) Plastic--t (3) MSA--10 (4) Not used--2 5. Type ear.muffs used: MSA--6 AO--5 Other--4 6. Do you have protective guard in front of engine intake? No: 2 Yes: 9 7. Do you have an emergency evacuation program ? N'o: 4 Yes: 12 8. Do you use electric eyes on: Hydraulic presses? No: 13 Shear machines? No: 14 Vehicle doors? No: 12 Yes: Yes: Yes: 3 2 4 9. Are all punch press dies individually guarded? No; 11 Yes: 5 10. What type cleaning solvent used to clean aircraft? Turco 2851--2 Various--1 Alkaline type cleaner--1 Stoddord solvent-aiso trichloroethylene--2 Tect-safe solvent--l Trichloroethelene-stanisoi--2 Triehloroethane--1 Menthyl alcohol--1 ' Company compounded--1 a. I* trichloroethylene used in spray method? No: 11 Yes: 3 b, 1 trichloroethane used? No: 5 Yes: 6 c How are hydraulic line breaks cleaned up? CHI sorb--3 Wash down by fire department--rag* Trichloroethlene Wipe or spray Aviation Industries 11. What type of substance that cannot be tracked oo aircraft oaring scratches or corrosion are used on icy and slick surfaces aroond doors and walkways? (1) P<a gravel and employees wear shoe socks--1 (2) Floor sweep--1 (3) Abrasive strips--! (4) Sand--II (5) Mats 12. Do you have special device oo tugs, fork lifts, eat, used in buDdSmcs to reduce carbon-monoxide ccoceatratiom ? No: 13 Yes; 3 !J. Do parking lot stalls have: Bumper stops--5 post-wire stops--3 Wheel stops--6 Painted stall marked--3 a. If only painted seal! marked, docs it work mm alright? N'o: 0 Yes: 3 b. Would you rather have wo**2 No; 3 Yes: 3 c. Are better parking sites error those with riders? No: 12 Yes: 4 14. Do you have test equipment for sampling all types of fhcuiv.al and dost fume* which are toxic or irritant? No: 6 Yes: 10 15. Do you have a standard practice abac employees are sent home when bmmefity and temperature reach a critical level? No: 14 Yes: 2 16. Are drop hammers periodically cheeked, ''dogs" and bolts magnafluxed? No: 2 Yes: 12 17. Do you have compulsory wearing of ear plugs around drop hammers ? No: 2 Yes: 10 18. How often are wing jacks proof-tested? (1) Every 6 months--2 (2) When repaired --I (3) Monthly --2 (4) Daily -1 (5) Every 3 months--1 (6) Yearly -1 (7) Every 2 months--1 a. Proof tested to: <1) 1*4--1 --6 (2) 2-1 --3 19. How often arc overhead cranes prooftested? (1) Every 60 days --2 (2) Monthly or when reworked--5 (3) Inspected nightly only --I (4) Every 6 months --2 (5) Yearly --1 (6) Every 3 months --t a. Proof-tested to: 0> 1*4 (2) Capacity, plus 10% (3) Capacity, plus 11.1% (4) 3 --t (5) 2 to 1 --1 (6) 1*4 to l --1 20. Does safety check all vehicles? No: 12 Yes: 3 21.Method of disposal of radio-active tubes: Bury--4 Dumped in sea--7 a Are standard TR and TRT tubes (slightly radio-active) treated as plain tubes? No: 8 Yes: 1 22. What type of slings used in overhead crane work? (1) 6 x 37 hemp center, preformed. Im proved plow steel--3 (2) Steel--braided type--2 (3) Tuffy--braided slings (4) Cable (5> 6 x 37 hemp center & aircraft steel core cable (6) Hemp, wire center a. Are chain slings used in general ? No: 11 Yes: 0 23. Maximum PSI -(above sea level) em ployee allowed under for air pressure tests? (1) 3*4 PSI--1 (2) 6 PSI--2 (3) 2# PSI--I (4)10 PSI--1 (5) Individually determined--1 (6) 2.8 PSI-1 24. Are electricians given a complete set of safety rules which include wiring of various plugs, splicing cables .etc. ? No: 7 Yes: 10 23. Do you have an emergency disaster plan, including evacuation of employees? No: 3 Yes: 10 15 Potential Hazards of Fuselage & Component PRESSURIZATION TESTING by FUNK W. STARR safety and conservation administrator, Douglas Aircraft coM Inc., Long Beach, Calif. In the development of pressure vessels, the prime concern of the design engineer is that the vessel be constructed to withstand the ultimate load pressures and stresses ap plied to the unit. In initial calculations, the design engineer will usually refer to the American Society of Mechanical Engineers Pressure Vessel's Manual as a guide to safety requirements of the vessel in consid ering the size of the unit, gauge and tensile strength of the material, type of construc tion and the installation of pressure relief valves. Adverse past experience resulting in numerous failures of fired and unfired pressure vessels has developed this caution and respect. Approximately three yean ago, the safety department at the Douglas Aircraft com pany, Long Beach division, was informed by the engineering department that the newly designed C-133 cargo airplane would require exhaustive fuselage, component, and static pressurization tests. At the rime this did not cause any undue concern to the safety department. When we were appraised, however, that the C-133 would be the largest cargo air plane ever developed in the United States, and that the fuselage tests would require ultimate loads of 13 psi, we were staggered by the magnitude of accident prevention problems which would confront us. Following this initial notification, repre sentatives from the engineering department attended a meeting with the executive safety committee at the Douglas Long Beach Di vision. COMMITTEES SET UP The safety committee decided at once to appoint a pressurization safety sub-commit tee to plan a pressurization program for the maximum safety of personnel and struc tures. This newly appointed committee was comprised of personnel from the engineering and test division, facilities department, ma 16 terials and process group, tooling section, seating, manufacturing and safety- depart ment. One of the first questions considered by the committee was the advisability of con ducting production tests in the manufactur ing buildings. Considering the tremendous size of the C-1A3 fuselage--an overall length of 140 feet and a capacity of 25,000 cu. feet--it was obvious that to assure the safety of employee personnel and building structure in the event of failure, it would be necessary to isolate the fuselage during all pressurization tests. This wa advisable because under ultimate pressure loads, the energy within the fuselage against the cargo door was approximately 60 tons. We now were confronted with a pressure vessel safety problem of first magnitude. WATER TANK IUILT Weekly meetings and concerted commit tee planning finally resolved in a program of controlled pressurization testing. At this point, after an evaluation of engineering data. Douglas Long Beach Management de cided to construct a water tank large enough to isolate and test the C-133 fuselage while completely submerged. The construction of this tank, which is isolated by distance from any building structure, required considerable time. The hydrostatic tank was 170 feet in length, 30 feet wide, and 27 feet deep. The lower section of the tank is steel reinforced concrete construction, 15 feet of which is below ground level. The upper 12 feet of the tank is M inch boiler plate. The tank has a capacity of approximately one million gallons. In order to accomplish all testing on schedule, work proceeded on other fuselage and component pressure testing while the tank was constructed. The engineering and test personnel conducted five separate pres sure tests: Aviation Industries 1. C-133 nose cockpit pressure test. 2. 300 inch fuselage pressure test. 3. Hydrostatic test of entire fuselage. 4. Fuselage component panel toes. 5. Engineering static test of the airplane, with and without air pressure Various precautionary measures were used during these extensive texts. Ia testing the C-133 nose or cockpit section with air and no filler, the sub-assembly was placed in a targe tank in an isolated section of oar plant property. After anchoring the speci men, we attached a double mesh cyclone fence canopy at the top of the tank to trap or deflect any possible fragmentation in the event of a failure. Synchronized motion picturg cameras and television equipment were installed at a port hole of the tank to observe and record the results of the test FAIL-SAFE TEST IEGUN We were now prepared to proceed with our initial "Fail-Safe" pressure tests. Al though maximum air pressure loads were applied on numerous occasions by our test ing personnel, troakaQy it was finally nec essary to cut the specimen with a remote control hydraulic saw in order to induce a failure In this manner, engineers could ascertain the structural strength and in tegrity of the fuselage component and pro vide required reinforcements. There were also tests nude of the nose section under water for ultimate pressure and for cycled "life spectrum" pressure. In pressure testing the 300 inch fuselage section, on the recommendation of our en gineering department, phenolic foam filler {balsa light) was used. This filler with paper barrels in the fuselage section pro vided a 95 per cent displacement of air and insured a maximum redaction of aiergy in the event of failure. As an additional safe guard. a canopy type cyclone fence enclosure was also installed over the entire 300 inch fuselage section as a precaution against pos sible fragmentation during the initial test. From results of these and subsequent tests, our Douglas design engineers provided a fuselage structure. If a crack developed in the pressure vessel a small leak type failure, non-catastrophic, would result, not an ex plosive type failure. The C-133 airplane does include this "Fail-Safe" dongs feature; After completing the hydrostatic tank, the engineers tested the entire C-133 fuselage. That particular test stimulated considerable interest because of the tremendous size of tbe aASuuhty and the problem of proper rigging, Kiting. balancing and placing the mat safely into the tank. For this the en gineers tt*ed several Urge automotive cranes directed by qualified riggers who supervised handling and placing the fuselage in the tank. FUSELAGE SUBMERGED IN WATER The tank was then filled with water which completely covered the entire fuselage as sembly. At specified periods, a team of ex perienced skin divers studied the fuselage structure, seeking out teaks and inspecting for possible weaknesses or distortion in the assembly. This series of tests proved suc cessful and was completed without incident. With the removal of the fuselage from the tank, the unit was ready for its final and most important test After joining the fuselage with the wing structure and empennage sections, the air plane was placed ia the static test building for major testing. In essence, the static testing of an airplane subjects the entire plane and its components to the critical toads and stresses to guarantee strength and integrity, and to ascertain future perform ance of the product In preparing for this test, which must be performed in the building, the facilities engineers, in coordination with the safety department, provided extensive precautionary facilities to protect employee personnel and other aircraft stationed in the building. The task of cutting and fitting the plastic foam filler into every opening and crevice within the fuselage was a time consuming factor. In connection with use of the foam filler, the engineers also used large fiber drums in effecting a 95 per coit displacement of air prior to the static test A large shielded test room was installed in the building to bouse engineering test personnel and equipment The dual type walls of the room were approximately 10 inches thick, the sections reinforced with an inner layer of sand. Dual bullet proof ob servation windows, 1 inch thick, were in stalled at strategic points in the observation and test equipment room. 17 1957 National Safety Congress In addition, cyclone wire type fencing completely enclosed the airplane. This cy clone guard was suspended from overhead bonding structure beams and rested loose on the floor during the static pressure test. After draining the hydrostatic tank, the engineers used die unit for additional com ponent pressurization tests. Separate and numerous fuselage panel sections were air pressure tested in the facility, the upper section was also shielded by cyclone fencing. The concussion from several of the induced "Fail-Safe" fuselage panel tests was com parable in intensity with the detonation of a dynamite charge. The tearing effects of this explosive decompression on the panel* was quite severe. NEAR-ACCIDENTS IN TESTING Although all pressure tests were conducted without accidents, they were oot free o! in cidents. Twro rather humorous incidents oc curred during the fuselage pose! testing pro gram conducted in the tack. Daring lunch period, one .employee assigned to this pro gram mounted the catwalk on top of the tank. After removing his shirt and stretch ing out on the walkway to enjoy a sun bath, he apparently dozed off. Unaware of this, taro plumbers were attempting to repair an air leak in a pipe tine connected to the panel specimen in the rank. The plumbers inadvertently turned on the air pressure and a full charge of air was forced into the panel section. This was followed by an immediate failure of the specimen and an intense explosive concussion. After this, none of the employees assigned to the test ing function used the tank catwalk for son bathing. The second incident occurred when coc mechanic saw a leak in a fuel line of a C-47 airplane parked near the tank As he walked away from the ship to get a tool, one of the panel sections in the tank "Failed-Safc." The first reaction of the mechanic was to duck, run, and that drop to the ground with his hands over hts head. He later said he heard the erplorim and was positive the leaking fuel Use bad caused the airplane to explode. He was prepared for a shower of debris to cngnlf has, and he instinctively ducked and dropped to the ground. In the pressurization of airplane fuselages and components, we are concerned with rela tively low pressures when compared with the ultimate high loads and stresses which arc applied to industrial type vessels. The aeronautical engineer is conscious of, and concerned with the responsibility of deign ing a structurally sound product, exhaustive tests which will insure the integrity of the airplane. The success of the "Fail-Safe* C-13J cargo airplane pressure tests at the Douglas Aircraft company. Long Beach division, was a result of long range planting and coordination of activities. A ARDC GUIDED MISSILE SAFETY TECHNIQUES by HARRY F. BOONE Colonel, USAF, Deputy Assistant for Guided Missile Systems, Deputy Commander Weapons Systems, Hg. Air Research ft Development Command, Baltimore, Md. Since 1947, some 3,685 guided missiles and rockets have been launched at Patrick AFB, Florida, and Holloman AFB, New Mexico. During this time, we have had one fatality and three serious injuries from handling or operating the miwiles and rockets. Although this record is not perfect, the Air Research & Development Command is proud of it. Moreover, as we gain experience, our record 18 is improving. This is boroe out by the fact that we have had no fatalities in this cat egory since 1947 and no major injuries since 1951, ' The purpose of this paper is to discuss safety techniques used in storing, handling, and flying guided missiles. In covering these subjects, we will touch briefly oo safety responsibilities of a missile test range cam- Aviation Industries mander, and general planning for safety. We will then cover in more detail specific missile safety techniques used at Air Force Missile Test Center, Patrick AFB, Florida. Finally, we will discuss future missile safety problems. Under the weapon system concept, ARDC contracts with industry to provide a guided missile and alt necessary supporting equip ment. Concurrently, we work with the con tractor to develop training techniques and equipment to train Air Force pci sound in onploying the missile. At the end of the R&D, the Air Force conducts oat training. The training techniques pnd equipment devel oped (hiring R&D assist ia bringing units to an operational status. After (his training, we tuve.a true wopcm system; the missile, alt necessary support equipment, and trained personnel. HANNING SAFE MISSILE TEST RANGES To assist industry in developed missile systems, ARDC provides instrumented test ranges. The contractor operates oo these ranges under safety regulations prescribed by the test range commander. These regula tions cover every conceivable aspect of safety: personnel, vehicular, launch pad, air craft flight and missile flight. The test range commander has special staff officers to insure compliance with safety regulations by all personnel--Air Force and civilian contractor. A good safety program starts with good planning, particularly with missile test ranges. These ranges have expensive facil ities and equipment for safe operations. All of the former and most of the fewer are (Irmly hooked to the earth. Both the former and tatter must be looted to satisfy present and future requirasenta. A base master plan which separates hazardous and nonhazardous operations, places safety instru mentation where needed now and in the future; is the first Step in nussSe range safety planning. The next step in safety panning concerns personnel training. This involves basic safety indoctrination for all personnel and specialized training in first aid, fire fighting, fuel and booster handling, check out and operation of range safety instrumenta tion, and many other personnel skills re quired to operate a missile test range. Grcamd and airborne range safety instru mentation must be developed. The com plexity of this equipment increases as misrile performance increases. In fact, the complexity of safety instrumentation ap proaches the complexity of guidance systems currently in use. Obviously a missile must be designed to provide space and power for the airborne safety instruments. Necessary data are provided to missile contractors, and design and configuration problems are left up to them. Then the range commander publishes safety regulations and safety plans. The regulations prescribe general range safety policies, procedures, and responsibilities gov erning missile flight testing, and delineate responsibilities for the control of alt per sonnel. The safety plans are more detailed. They are published for each missile program and specifically apply the broad policies in the regulations. It may be seen that the missile safety battle is pretty well won or tost before the missile arrives at the test range. AIR FORCE MISSILE TEST CENTER Up to this point we have talked about planning for range safety. It is now ap propriate to examine a specific missile test range and observe the implementation of safety planning. The Atr Force Missile Test Center (AFMTC) is located on the east coast of Florida. This is the only in strumented range for the Department of Defense to flight test long range missiles. The range extends southeast over the At lantic Ocean about 4,400 nautical miles and is used by the army, navy, and air force. Some of the missile programs undergoing tests at this location arc Atlas, Jupiter, Thor, Polaris, Vanguard, Snark, Navaho, and Bomarc. All except the last three are ballistic missiles. The Air Force divides missile safely into two parts; ground safety and flight safety. The line of demarcation is not as definite as one would think. From launch until impact, we are in the realm of Sight safety. How ever, prior to launch, we are in both ground and flight safety. This is because develop ment, installation and check out of flight safety instrumentation, U a flight safety function even though this takes place before launch. Those activities definitely in the 19 1957 Xational Safety Congress realm of ground safety are installations, planning, and storage asd handling of mis* sites, fuels, and boosters. Overall safety planning and personnel training cut across the board. SAFE SIDE AND HAZARDOUS SIDE Safety starts with a good facilities master plan so let's examine AFMTC from that point of view. The Center was two major parts: Patrick AFB proper and Cape Can averal The former house* administration, maintenance, supply, the airfield, aircraft, and personnel housing. The latter houses hazard items such as the launch complexes, fuels, and boosters, and also has the missile assembly buildings, missiles, and a consider able quantity of instrumentation. The 20 mile separation of the Base and Cape iso lates the hazard area from the support area. The safety aspect of this separation is en hanced by a policy' which restricts the num ber of personnel on the Cape to an absolute minimum. As for the Cape itself, hazard isolation is again followed. Launch complexes are grouped according to the type of missile launched. Separation between element* of tad) giuup between the groups is based or the danger radius generated by the fully faded tnusle m question. The industrial area which consists of missile assembly buddings to bouse unfueled missiles is a air area. It is placed oo the Cape because it is not practical to haul RAD missiles for many miles before launching them. Finally, suitable areas store propellents asd boosters, and site instrumentation. Missile ground safety techniques for stor age and handling are quite similar to in dustry's storing and handling hazardous substances and handling heavy equipment Storing the average missile poses no safety problem. An tmfuded missile with no boosters or destruct packages attached is as harmless as an unfueled automobile. Storage and handling missile propellents, boosters, and explosives does pose a problem. Industry stores and handles vastly larger quantities of these items, and we follow principles used by industry. The test range commander receives guidance on this subject through Air Force publications. For ex ample, Air Force Manual 12-3 now includes the latest methods and techniques for hand ling and storing liquid propellents. Similar guidance oq the storage and handling of boosters and explosives is provided through other manual and regulations. The remaining ground safety area, mis sile handling, is complicated by the size of the modern missile. We have now reached lengths of 60 to 90 feet and dry weights op to 16 tons. These large masses mutt be handled tenderly. It is important not to war the missile skin, and undue shock or jok might damage installed electronic gear. Tbe missiles are delivered directly to Cape Can averal, either by air or ground transportstioo. In either event, they arrive an roodable trailers, and are taken to a missile as sembly building. ME-LAUNCHING TEST SAFETY The missile remains in a missile assembly building until ready to be launched. During this time, it is thoroughly examined and checked out. Several days prior to the launch date, the missile is moved to the launch complex or pod and a count down is initiated. This count down is a time series of events which leads to com plete preparation of the missile for firing. All electraufc. electro-mechanical, and mech anical sob-systems are checked out. Tbe missile is fueled, boosters when required are fitted, and range safety destruct package* arc attached- Who all is ready, the wbsile is fired if the firing is cleared by the Range Safety Officer. (RSO). What ground safely problems exist, and what precautions are taken during count down? The first problem involves move ment around tbe ballistic missiles while ser vicing th"*> These missiles are in a vert ical poettfOB aad are surrounded by a mis sile servicing tower 100 feet high. People work Iran tbe tower at several levels. Safety techniques here are Eke those used ob high steel work, and include wearing bard bats by all personnel- Aerodynamic missiles do not pose this particular problem. As any missile is fueled, it becomes a fire and low order explosive hazard. From this time on. the number of persounel around the launching pad is strictly controlled. In addition, fire trucks and ambulances stand by at a safe stance. As the count down proceeds, adjacent launch complexes are evacuated Finally, at bunch time, remain- 20 Aviation Industries mg personnel involved in the missile bunch retire to the block house, and ground safety pm way to flight safety. ' As prevhwly stated flight safety measures art prior to actual missile launch. We il aw return to the count down and dis ffiooe measures. Each missile flown on the AF14TC rwgt must carry two separate ** ` ` means of emergency flight Both wean* must be capable bed by the RSO, who must aad independent energizing ground. In the case of emrjgmcy Sight termina- Iras canting the engine and/or : the foei tasks. Aerodynamic ariuSes have explosive pack age* bmW for the RSO to sever a wing. A second fid nfe system will blow the wine ad ammarokaBy if radar trade is lost a caraia amkr of mrmdt Most it: ; marie miarilfs have a third safety ter the RSO to comzot the missile i- * proved m tbe event the self container . mom system fails to operate properly. . .. ag the count down, necessary explosive domes packages are insblled, and each safety esreuit is carefully checked out Each of those operations is double checked bv persemed responsible to the Commander. \FMTC MISSILE CHECK-OUT FOR SAFETY Another flight safety operation during the rooo* down is the check out of the missile rod afl at its associated equipment The best >"rihlt safety technique is to have the tamfie faoctiou perfectly. A perfect missile &fh* also contributes most to our R&D ef fort. la tins case the pure R&D effort f<anpk,nts tbe flight stfety effort A mis file is never launched if the count down oxficates that it will not perform properly. Daring tbe count down, other actions eonsribtae to flight safety. A five-mile area out so sea from Cape Canaveral is cleared of all surface vessels. Visual warning sigtak are ffisplayed at the north and south Cape boundaries. Military and civilian air traffic is diverted , from danger areas. Cround radars maintain continuous air survriDaocc to insure diversion orders are obeyed. Impact areas are visually cheeked. 1 some isniua. airborne radar is also used for tins purpose. Airborne and ground receiving equipment record all electromagnetic radiation an its strength. This insures that stray radio fre quencies are not present to endanger the flight by false signals in guidance systems. All communication systems, tracking radars and plotting boards are checked. The RSO receives reports on all of the foregoing and if all is o. It, and the missile is ready, he give* permission to fire. The usual purpose of flight safety is to insure that a missile does not endanger life or property. The probton is complicated at AFMTC by diplomatic considerations. Most of the down range stations belong to foreign governments. Violation of their real estate or air space; even though no damage is done, could cause serious political repercussions. It it mandatory therefore that missiles be destroyed the instant they deviate from a planned flight path. This is the AFMTC policy. ON BALLISTIC MISSILES It is necessary to discuss ballistic missile and aerodynamic missile flight safety sep arately. Once a ballistic missile engine shuts down, nothing can change its point of impact. On the other hand, the impact point of an aerodynamic missile can be affected any time. For ballistic missiles, the most dangerous portion of the flight is the first seconds after launch, because the missies rise relatively vertically and accelerate slowly. It is dif ficult to determine initially if the missile will head down range at the proper azimuth, and a thrust future brings the missile crashing back to the Cape even though guidance is functioning properly. An optical skyscreen is used to keep track of the mis sile trajectory during this difficult period. The optical screen is backed up by an elec tronic skyscreen which becomes the primary system when visual contact is lost. Opera tors of both skyscreens track the missile from launch and provide the RSO with instantaneous trajectory information on the missile's progress. Once the ballistic missile gains altitude and speed, tbe RSO makes decisions about terminating flight with the aid of an impact predictor. This is aa electronic computer device which receives missile position and velocity data as inputs (these data are measured by radar and radio) and computes the point the missile would impact if thrust 21 2957 Xatirmai Safety Compress were lost The RSO can ait the missile engine any instant If a missile becomes dangerously erratic, and must be cut down, he chooses a time to cut thrust which the impact predictor shows will bod the missile in a safe area. This system is of no value after engine bums out. and is not used with aerodynamic missiles. From the safety point of view, problem* posed by an aerodynamic missile launch arc less than those generated by a ballistic mis* sile. Generally speaking, an aerodynamic missile obtains flying speed with the aid of reliable boosters. This practically guarantees that the missile will clear the Cape and land in the water, if propulsion or guidance fail ures occur in the first few seconds. Skyscrcens are also used as a safety mea sure for these missiles. However, the basic safety system consists of a chain of tracking radars extending down range and a com munications system which links the radar positions. For aerodynamic missiles, a RSO is at each radar site as well as at the Cape. Each RSO receives the X. Y, Z coordinates of the missile when it is within range of his radar, and these coordinates are trans mitted by the communications system to all other RSO's. AERODYNAMIC MISSILE LAUNCH Responsibility for keeping the missile within range boundaries is passed from RSO to RSO as the missile progresses down range. Each RSO has ground equip ment to transmit a missile destruct signal. The same radars used for range safety pur poses are concurrently used to collect R&D trajectory data. This dual use is true of much of the instrumentation which is used for range safety. Missile safety is a big and expensive business at a test center, and U an integral part of missile R&D and training taking precedence over all other factors. Safety, of course, would not take precedence during the operational use of missiles, but would remain an important consideration. The personnel to implement safety are trained in various ways. Military and civilian schools provide some training. Civil ian contractors sponsor training on material which they produce. Test range commanders provide on-the-job training within their capability. A fresh, modern outlook on safety is maintained at all times hy a con stant interchange of ideas with civilian organizations which face the same, or sim ilar, safety problems. The primary problem now and of the future is reliability, If we had 100 per cent reliability in each missile we flew, we would have very few safety problems. This is a difficult goal, but with the help of industry we can closely approach it We must ap proach it in order to proride effective opera tional missiles for national defense. MISSILE SAFETY PROBLEMS IN FUTURE The next immediate problem concerns training with missiles. Operational units, equipped with aircraft or missiles, must train to reach and maintain combat profitenvy. In aircraft, we have no problem. Air craft flight over populated areas is accepted by the public Therefore, manuercr spacr is virtually limitless, and short range air borne armament an be exercised over re latively small restricted areas. Contrast this with firing a strategic missile for train ing. The popular concept now is that an unmanned vehicle must be flown on an established test range. Only one of two deviations from this concept have been granted to date. When the missile age finally arrives, strategic missile sites will be scattered throughout the United States. The missile* will be reliable, and the most dfiekw way to conduct training would be to fire from the sites and impact in instrumented ocrar areas. Except for those cases which iimlii booster fail off and impact, operatioca.' missiles over-flying the priilic awiU pee no greater hazard than moaned aircraf* Boosters would be impacted In restricted areas. Our problem is to educate the public and cause it to accept missile over-flight* as a routine event The alternative to this is expensive test ranges, unrealistic train ing, and weakening our defaue when we pull troops from a missile site and move them to a test range. Another future missile safety problem concerns propellents which possibly will be used. Nuclear fueled rockets are a possibil ity. Radiation hazards resulting from nu clear fission are well known. High energy 22 situation Industries fuels could pose simitar problems. This is a new field, but quite possibly exhaust from some of the exotic fuels of the future will be toxic to animals and/or plants. Finally we come to the acoustic problem. As engines become more powerful, acoustic energy produced will become more harmful lo man than that produced by our present engines. Structures, particularly windows, might damage at great distances under proper atmospheric conditions. Another acoustic problem would result from shock waves formed by a low altitude missile fly ing at hypersonic velocities. These shock waves would definitely damage light struc tures. There are other safety problems, but these are typical of matters which must be considered and solved. To conclude, the Air Research and Devel opment Command plans and implements an aggressive missile safety program. We fake every reasonable precaution to preclude per sonnel injuries and property damage. Reli able equipment is the keystone to missile safety as well as to an effective operational missile arsenal. We rely heavily on industry* to help in attaining our reliability goals. Missile safety is costly. It delays R&D firings, and necessitates procurement of ex pensive equipment. Fortunately, much of the equipment can be used for dual purposes Finally, the missile safety problem is dy namic Safety techniques are constantly re viewed and modified to meet changing re quirements and to insure maximum safety at minimum cost.^ OFF-THE-JOB ACCIDENTS Statistics are such boresome things And figure* rather du!L lit hundreds, millions, billions, trillions. Over which we mull. But facts are facts where ere we go Regardless of amounts, Fo here's some facts on accidents, And that's what really counts. It isn't always big machines 'tilth blades of sharpened steel That rob a man of arm or leg And make his senses reek Sot is it always "on the job" Most accidents take place, But just the opposite is true And figures prove our case. It's carelessness in tittle things At home and on the street Neglect in moving objects small Away from running feet. A makeshift ladder, sliding rugs, Electric cords that spark A disregard for cellar stairs And stumbling m the dark. Crossing where no crossings are While looking at the sky. Driving on a slippery road With milestones whizzing by. These are the things that take a toll We all should frown upon So watch for them when off the job. As well as when you're on. Mumble Pie Line Company, Houston, Texas 23 ' Jtvialion Industries Air Transport Industry Section JET GROUND HANDLING HAZARDS by J. T. DYMENT chief engineer, Trans-Canid* Air Lines. Montreal, Que., Canada The purpose of this paper is to outlive a few of the sew hazards that will be en countered with oar future transport aircraft. The new hazards are doe chiefly to two things: the use of the turbo jet engine, and the larger size of the airplane. The most dangerous characteristics are invisible ones, namely, those associated with the jet intake end weather radar. Strictly speaking, radar is not peculiar to jet transports as it is now being installed in a number of our current airplanes. How ever, as it is still relatively new and will be a part or all future jet operations it will be included in our review. As vie know, accidents do not occur with out cause. Less than two per cent can be attributed to "Acts of God," that is, acci dents over which we have no control. Since there is an avoidable reason for almost every accident, one of the many jobs con i'routing the airlines is to study every phase of its future operations and identity probable sources of accidents, and then control the situation so that an accident wilt not occur. The latter is no mean task because people will be people. Regardless of the care taken in the design of equipment, the human ele ment will remain the weak link against which we must always guard. JET ENGINE INTAKE The greatest hazard associated with the new aircraft will probably be the danger to personnel who come too close to a jet intake. It is possible to approach a running jet engine from an angle at which its noise is practically inaudible. Smce a person can be drawn into an intake with fatal results, and since loose objects can be sucked into and severely damage a million engine, two things must be done. Personnel must he imbued with the utmost respect for a jet engine regardless of whether or not they believe the engine is running; and everyone must consider it as 24 part of his job to keep the ramp and intake cowling dean at all times. .As long as there is one engine running at a terminal ramp, it is difficult to tell whether or not others are also running, or even which engines are the ones that art running. Xo one should ever pass within 10 fee of the intake of a running jet engine amt caution should be exercised if within 25 fen. The Air Force insists on the use of some means to warn personnel of the danger oi approaching within a radius of 25 fen throughout an arc of 220* of the Intake opening during ground running. USE TWO MEN At least two persons should be used for running jets on a ramp. One person should be stationed on the ground where he de finitely has a clear view- of anyone approach ing the front of the airplane's eigines and. at the same time, be in dear view of the person in the cockpit operating the engine The person controlling the engines must maintain an alert watch of the ground mar. --particularly before increasing power. The engine operator should be responsible, at least to a certain degree, for the safe!) of personnel regardless of the use of warn ing flags and/or a ground assistant. This we believe will ensure a more continuous alertness during his operation pf the engine. Loose fitting clothing or head gear should not be worn by service personnel who have to perform duties near the intake of jet engines when running. Similarly such per sonnel should not carry loose items in large pockets of their clothing. Considering that one of the larger turbine engines costs dose to a quarter million dol lars, anyone who leaves tools tying around In an inlet duct should be asked to earn his livelihood elsewhere. Hazards associated with the exhaust end of the engine are not generally as serious as j the intake end. One simple statement might ; sum up the situation by saying that "the | exhaust will blow you out of the way before ; u will bum you." The question is "what | happens during the process of being blown j out of the way?" ; JET ENGINE EXHAUST The temperature at a point about 25 feet from the rear of a jet engine producing power sufficient to start the airplane rolling may be around 250*F and the exhaust leioarv awmi JQO mph. Both dissipate rapidly however to that ai a point 100 feet treat the rear of the engine (that is just wfc of the tail of a transport) the tempera* -are will be down to arotmd 80* F and the ulatay Aowrs so SO mpb. which latter dif fers little from the slipstream of a propeller drives airptaat XonsaBt. the t&rvuwoU power, which wed only be applied for a few seconds, will be the majusxss oacsmzercd oo the ramp si an air wnzssal lower power is required tor starring, idling and maneuvering. Engine checks requiring higher powers should only be dooe at special locations sway from the terminal ramp. Itinerant per<oood not awart of what is going on would not likely be around such a location to get suo trouble. At a point 100 feet behind as engine developing take-off power, the temperature could be 100*F and the velocity 10Q raph. sufficient to do considerable damage it not diverted upwards by a blast fence or tmo an exhaust silencing duct. NEVER SHORT CUT Personnel should be warned never to take * short cut between the rear of a jet and x blast fence in case someone is in the cockpot and about to apply high power. Although a blast fence is not required for normal engine starting, rolling away, and taxiing, insofar as ramp personnel are con cerned, it might still be desirable at the terminal to prevent debris being blown to ward nearby aircraft which might be either loading passengers or have their engines naming and thus suck the flying debris into the intakes. It is evident that while the blast will gen erally be felt by a person in time for him io keep out of trouble, personnel can be j injured by equipment bring blown around unless great care is always exercised to have nothing within 200 feet of the rear of a jet engine that can be moved by jet blast. Ho person, vehicle, or aircraft should be permitted to pass behind ground operating jet engines closer than 200 feet The danger area behind the engine covers an arc of about 60 degrees. A periodic visual examination is required of the compressor and turbine blades os part of routine maintenance. Therefore, the utmost care is required to ensure that the engine cannot be started when someone is inside a turbine intake or the tail pipe It might be advisable to tie a rope around the person making the inspection, with an assistant to help pull him out quickly should he get stuck in the duet or the engine be started through someone's negligence. The Air Force requires personnel who enter the tail pipe of a jet aigine to wear special clothing over their regular clothing. Frequent inspections of the protective cloth ing is made to check for harmful lead par ticles and it is washed frequently with soap and water. TWO TYRES NOISE There are two distinct types of noise as sociated with the jet engines; the high pitched piercing scream of the compressor and the powerful low-frequency rumble of the exhaust. Insofar as ground personnel are concerned, the former creates the real trouble. From the standpoint of the air port neighborhood, the latter is the problem. The noise level that may cause temporary or permanent deafness has not been estab lished but it could be as low as 100 db for prolonged exposure The threshold of discomfort is about 120 db and at 130 db discomfort is supplemented by an unpleasant tickling in the ear. At 140 db the discomfort may be further com plicated by sharp pains in the ear and above 140 db the noise is usually so Intense that it cannot be accepted voluntarily. At these Utter intensities, eardrums have been punc tured. Since taxiing turns may be accompanied by a sound level of close to 100 db at 100 feet from the engine (37.9, 9600 cps over all) the noise associated with the start-toroll power will be even higher, reaching possibly 110 db. 2$ 1957 National Safety Congress Aviation Industries Earplugs or more efficient ear muffs are therefore essential for all ramp personnel to protect them from the high frequency com pressor noise. Readily accessible sound proofed enclosures are also desirable for ramp personnel who do not have to remain outside on the ramp alt the time. The service personnel of the Boeing Com pany are equipped with earplugs and a hel met, and receive periodical medical checks. So far with these precautions they have experienced no loss of hearing from the jet engine noise. The Boeing personnel are also rotated to reduce the time of exposure to any one person. They have also developed equipment so that the trimming of the engine H now done remotely from the cock pit by electrical means and hence no one need be close to the engine under full power conditions. Noise suppressors have also been designed to reduce the exhaust noise of the civil jet to a level less objectionable to the neigh borhood or an air terminal than many of today's propeller driven airplanes. The compressor noise, for which no sup pressor has yet been developed, dissipates rapidly with distance so it should not create any nuisance insofar as the neighborhood is concerned. The remaining problem is for the airline to provide adequate ground equipment to suppress engine noise during full power maintenance checks. Adequate equipment is being used today by the Air Force so once again need not be a nuisance to the neighborhood or a hazard to maintenance personnel. The pre cautions to protect personnel from the harm ful effects of such noise must be much more elaborate than those required for terminal ramp personnel. KEROSENE FUEL USED Although the Air Force and a few of the airlines will be using PJ4 wide cut gasoline for their turbine engines, the vast majority of civil operators have selected kerosene as the fuel they will use. While kerosene improves safety under certain conditions, it wilt create new hazards under other conditions. For instance, be cause it docs not evaporate as quickly, spilled kerosene can create a hazard for a longer period than spilled gasoline. Because freshly spilled kerosene is not nearly as tikely to ignite from a spark or an open flame in the vicinity as gasoline, personnel might become careless and over confident in handling it This would be bad because kerosene is equally as dangerous as high test gasoline when the ambient temperature exceeds 80*F It will also ignite should it come m contact with a hot object at a bit lower tempera ture chan required to ignite gasoline. It will also produce an ignitible mixture m the air space inside a tank over a wider temperature range. MORE STATIC ELECTRICITY The larger quantities and high rates oi Row during fuelling that will prevail will) the new lug airplanes should generate more static electricity than heretofore. Kerosen? will be a greater hazard than gasoline in this respect although this characteristic is still being debated. To be on the safe side, the need for adequate bonding and grounding techniques are even more essential regard less of the type of fuel used. Accumulation of fuel in the combustion chamber or ia pockets in some tail pipe designs, can result in a long flame bong ejected from the tail pipe when the engine starts. This is more likely to occur with kerosene as it will not evaporate as quick!) when lying in a pocket. Personnel and in flammable materials should therefore be kept welt away from behind the tail pipe during engine starts. Since certain parts of the engine, such u the turbine wheel, vrilt reach temperature as high as 1700*F, they can retain this heat for considerable time. Care is therefore required both to avoid touching them and spilling fuel on them. For instance, turbine wheels have remained hot enough to ignite JP4, 30 minutes after engine shut-down. The period would be a bit longer for kerosene. .As the tail pipe i* exposed and at a convenient height to grasp care is required not to touch it until it has cooled down. Because of the high rates of flow and large quantities involved in fuelling the large transports, the sudden stopping of the flow must be guarded against or hydraulic surge pressure might result in the bursting of the refueling hose with serious conse quences. Automatic shut-off devices should be provided in the re-fuelling system so that dependence is not placed upon human acticc 1 26 io shut down the system in the event of a bursting of a fuel hose or line To avoid stopping a bit short and having so gun the engines to bring the airplane into its final position on a ramp, the pilot wilt probably taxi in a bit faster than today and depend more upon the use of his brakes to stop him on his mark. The increased {peed of maneuvering will require greater rare in the location of equipment or person ae) to avoid being run over should the pilot misjudge his distance. This increased hazard over today might be counteracted by the fact that the visibility' from the cockpit of the new airplane will be generally belter than today. On the other hand we must not forget that around a third of the lata! ground accidents is due to collisions with objects or other aircraft If we had a machine capable of earning 150 to $73 per minute as compared with the earning capacity of your present machine ot $13 per minute and if you could not help but remember that your new machine had cost you over fire million dollars as com pared with a bit over two million for its predecessor, what would you do? I believe you would do the same as the airlines will have to do with their new turbo jet aircraft; that is. they will have to work them harder and longer than ever before. Ground personnel will therefore be under froter pressure to shorten station stops and fervicing times. SPEED COULD CAUSE ACCIDENTS Since the majority of ground accidents today are not due to the design of the air plane bur to the inadequacies in the design of the airplane ground servicing equipment tad to poor operational procedures, the speeding up of the work might lead to careossaess and more ground accidents unless i concentrated effort is made to avoid it Most airlines today are continually plagued by damage incurred through mishandling pound servicing equipment. Damage to fuselage skin will be much more important (hut heretofore because of the much greater pressure differential being encountered when Sying at 30-40,000 feet altitude to routine Krvice. Much greater care will therefore be re quired in the use of fork-lifts to raise {alley equipment, and service the airplane. Because minor damage incurred in ground handling can cause a subsequent accident in flight, it must always be reported, no matter how trivial, to permit some qualified person to pass judgment as to whether or not the damage is sufficient to require immediate repair. Since the new transports will be consider ably heavier than today's, weighing up to .300,000 pounds when loaded as compared with less than half that amount today, it is essential that equipment used in towing, jacking, slinging and mooring, be adequate. Similarly, new and special servicing equip ment wilt be required for lifting heavy ob jects such as wheels. EDUCATE SERVICING MEN Personnel will be required not only to examine the servicing equipment carefully before using each time, but must be taught to employ the proper physical attitudes when they are lifting anything manually. Servicing personnel will be required to be even more conscious of good housekeep ing than they are today because misplaced tools or loose equipment can damage an engine and if undetected it could subse quently cause a serious situation should the final failure occur in flight The connection and disconnection of 115 volt 60 KVA ground power units must be considered hazardous, particularly under wet weather conditions. This can be overcome by provision of an interlock circuit in the ground power unit which will only permit excitation of the unit when the ground and aircraft receptacles are fully mated. Ground servicing personnel should be taught to stand clear of the plane of tire turbine wheels when a turbine engine is running at high power, just as it is advisable today to stand clear of the plane of a propeller. Neither should fail but it is safer nor to be in the way if one does. The installation of weather radar in air planes requires no special precautions as far as the airplane itself is concerned. How ever, if the weather radar is operating, definite precautions are required to avoid fire and Other hazards with nearby objects within the beam of the antenna. For example, radar can ignite dry steel wood at 100 feet It can explode gas vapor from the sparking of aluminum chips at 250 feet. It can set off photo flash-bulbs at 27 1957 National Safety Congress 850 feet and has set off photo Hash bulbs when tossed in the air, up to 2500 feet It can tail animals in front of, and close to the antenna. Although some of the above are merely tricks for demonstration purposes to illus trate the hidden power of a radar beam, such a beam must be treated with greatest respect. I understand that United Airlines has adopted a policy of not turning on their radar within 100 feet of a ramp because of the possibility that a photo flash bulb being earned by someone could be ignited by the beam. During tests, it was found if me bulb in a photographer's utility bag went off, alt the bulbs in the bag went off. There is a difference of opinion as to the degree of hazards involved on the basis that 75 KW output is actually by pulses of only two micro second duration, thus malt ing the average power output about 60 watts which is not likely to ignite fuel or flash bulbs. DON'T FUEL NEAR RADAR BEAM To be on the safe side, however, fuelling and dctuclling should not be conducted within 300 feet of the radar antenna along its beam. This may be reduced to 130 feet provided the set is operated at a power not to exceed 1.8 megawatts. Warning signs and flashing lights should be placed in conspicuous spots as a warning that the radar is being checked or operating. All fuel trucks and other unauthorized ve hicles should be kept at least 130 feet away. Since the radar beam will not penetrate metal, the iuucard is not the ignition of the fuel within the truck's tank but from a fire starting from oily rags around the truck. It has been found that N.E. 51 Neon bulbs provide a very effective warning light to show that the radar is operating when lo cated in the beam close to the airplane. It has also been found that a fine mesh metal screen set at a 43* angle to the ground could be used to deflect the radar beam upwards and away from equipment and personnel. It U evident from what has been said that the radar should be turned off before the final approach of the airplane to the air port. We understand the USAF do not operate radar below 3,000 feet during a landing. Insofar as personnel are concerned, they should not look directly into a radar an tenna with the equipment operating but not rotating. Prolonged exposure such as fire minutes could be dangerous. JET NOISE ON THE AIRPORT-- WHAT TO DO ABOUT IT by HOWARD C. HARDY aid JAMES E. ANCELL Howard C Hardy and Associates, Chicago The pathological conditions induced by the thermal effects of absorbed microwave energy should be noticed first in those parts of the body having poor heat-regulatory mechanics such as the eye-comea, the gastro intestinal and genitourinary tracts and in the effect on the various blood cells. HAZARDS WILL IE REDUCED We have mentioned a number of hazards associated with the forthcoming jet trans ports. We should not, however, forget the fact that many hazards with existing trans ports will be reduced. For example, there will be better visibility from eodepits so there should be less likelihood of taxiing into* an obstacle. There mil be no need for walking about on top of a wing during h would be presumptuous folly to think that all the problems of the aircraft indus try- could be completely predicted, especially in such a complex phenomenon as noise. However, we cui attempt to extrapolate from the experience we have in military operations and present airport activity. When we do so, we conclude that there is reason for concern. Not only will we be worried about the exhaust noise of the jet, severe as it is during takeoff, but a larger number of the operating personnel will be exposed to the whine from the front end of the engines. This whine will be simitar to that of the turboprop engines now in operation. routine station servicing because the air plane will be fuelled from below. The cockpit controls and displays, and engine and auxiliary* installations, will all be CAUSE OF NOISE This oobe is due to the rotation of the turbine blades and is similar to a propeller or fan noise except that the rotation Is at simplified and thus reduce the human ele high speed and there is a large number of ment which might create a subsequent haz blades. This same condition exists in cither ard to the airplane personnel in flight. Too jet or turboprop planes with the exception often today, ground personnel can preset a that future turboprop planes will be consid . situation so that an accident becomes in erably larger than those we have now. evitable in spite of everything the flight crew might subsequently do. We can make some reasonable estimates of what this noise will be like, but first, let This fact must never be forgotten and us examine some figures on what might be everything possible should be done to sim considered acceptable human environment. plify every* situation so as to reduce the (Editor's note: The figures to which Dr, human element to a minimum. The new jets make this possible. Let us not com Hardy refers ere glass slides which he used in his presentation. Although the mechan plicate it because we are accustomed to ics of publishing these volumes prohibit complexity today. reproduction of graphs, interested readers We believe that safety records will con may reguest tear sheets of the December. tinue to be broken year by year. A possible 1957 National Safety News, which contain exception could be in 1959 and 1960. His- II the figures mentioned here.) tory indicates that accidents will increase for a few months with the introduction of anything differing in many respects from what personnel are used to handling. Our objective should be to confound his tory and see that adequate training, wanting, and facilities are provided to get through this introductory period with the new trans ports while still maintaining our annua] re duction to the industry's accident rate.^t Figure l presents some such data. The acoustical engineer measures the sound in decibels, referred to a standard reference level. These figures are presented in the vertical axis of this graph. On the other axis is a method of presenting the different frequencies of the sounds. This is necessary because the human hearing mechanism re sponds quite differently to various frequency bands. Our frequency* scale is divided into sec tions each an octave wide, running from the first band of 37.5 = 75 eps. up to the last band which has frequencies of 4800=9600 cps. The low frequencies sound like hums and thuds, the middle frequencies like rattles and clangs, and the high frequencies like hisses and clicks. ACOUSTIC FATIGUE The middle curve specifies how much noise the average person can be inflicted with for six to eight hours a day exposure, day after day. for many years before suf fering a hearing toss. Constant exposure, of course, does not exist on an airfield where the noise is intermittent and the worker has a chance to get an occasional rest from the acoustic fatigue. Under such conditions, the intensity of the noise envir onment can be increased many times with out damage. We recommend, however, that the expo sure never exceed the figure given in the upper curve because such exposure would be painful and might cause hearing damage, if there were many exposures over a period of years. If hearing loss prevention is the main criterion, the amount of allowed exposure for a worker will depend almost entirely on how often and for how long he is in the noise. HINDERS COMMUNICATION However, there are other reasons why noise should not be intense. Speech com munication or conversation will be practi cally impossible and the normal use of the ear as a means of receiving warnings or danger signals may also be seriously in hibited. At conversation levels there is little chance of hearing loss even after years of exposure. The noise should not exceed that given in the lower curve if one wishes to communicate by voice at a dis tance of about three feet. These curves then provide a frame of reference to. describe the potential environ- 195? National Safety Congress meat which will exist in commercial avia* don. There are three environments which should be of concern to operating personnel: 1. The idling and taxiing activities around the airport terminal or near hangars. 2. Ground run.up and take-off of jet engine aircraft which would be expected to be at some distance from the terminals and hangars. 3. Testing of jet engines alone at over haul bases. IDLING AND TAXIING The idling and taxiing environments will influence the most personnel. These envir onments will be somewhat similar for both turboprop and turbojet airplanes. The se verity of the problem can be imagined if we consider the conditions which would exist at Chicago's Midway Airport, for instance, if two-thirds of all planes had a whine which was 10 db. higher than that of the Viscount, a plane which is now op erated by only two air lines at this airport This is the operating condition predicted by the air lines by 1963. The noise during idling and taxiing, the compressor whine, is emitted from the in take and is beamed to the front The octave band spectrum of this noise is given In Figure 2 for a Viscount plane at a distance of 50 feet The idling noise of the future jet engine is estimated to be that given in the upper curve. These data are only ap proximate and depend considerably on the rpm. of the engine. It on be seen that these curves extend considerably into the undesirable regions of auditory perception and therefore become quite annoying to operating personnel. As a result they may, as has already been the case, become of concern to management and to labor unions. CONSIDER FU1UC REACTION This noise will also be quite unacceptable to the public. Unfavorable public reactioo to ground operations is not expected to be great from the neighboring residences be cause these high frequency sounds arc rap idly attenuated with distance. We arc think ing instead of the public boarding adjoining planes, in waiting docks, waiting platforms, or other pans of the airport facilities. 30 The magnitude of the noise at the major airports due to a multitude of taxiing and idling activities will undoubtedly bring about an adverse reaction of the public. Most any thing which Is dooe to give a more satis factory airport acoustic environment for the public wiQ undoubtedly help get a better environment for the working personnel. For personnel not protected by building structures only four solutions are possible: 1. Hearing protection, which, of course, is unlikely to be used by the passenger or visitor. 2. Operating at tow rpm. 3. Towing the airplane into the ramp. 4. Hasty* installation of small portable mufflers on each engine on the held just after landing and before taxiing to the loading area. None of these suggestions is convenient and we can see operating personnel shud dering at the difficulties. What will be evolved no one can predict The importance here is for us to realize that there is > problem and that it demands study. The fact that there is going to be noise around the loading docks should be in the fore front of the mind of those planning fu ture operations. GROUND RUN-UP In the case of ground run-up the noise of the intake is drowned out in the intense noise created in the atmosphere by the ejec tion of the high speed exhaust gases. This is the well-known roar we hear from the jet engines on take-ofis. This noise environ ment during run-up is more important than take-off because it will last longer with usually more personnel at a closer distance. The intense muse created will be impor tant not only to operating personnel, but in most commercial airports it will cause complaints from residents in the nearby area. It will therefore be necessary in most cases to use ground run-up mufflers to which the airplane is attached during these tests. When such run-up mufflers are used to reduce the community noise, they will also reduce the noise for operating per sonnel. Figure 3 shows the noise pattern around a jet engine in the very important band for hearing, 2400=4800 cps. The intake noise is most prominent during idling. The noise of the exhaust of a jet engine appears at Aviation Industries higher rpm. and is at maximum at an angle of approximately 45* from the axis of the tail pipe- It is unlikely that operating per sonnel will have to operate in this cone. The conditions immediately adjoining the fuselage will be less severe. USING MUFFLERS When mufflers are used, the noise will be ejected somewhat upwards. The effect of the reduction will not be as great for the airport personnel as it will be for the sur rounding community, since almost the same amount of energy will be ejected in all di rections around the aircraft Even with tnuffliers and protection afforded by the directional pattern, all personnel working around the aircraft must use hearing pro tection. Ear muffs give about 30 db. protection in the important high frequencies. Ear plugs can also be used. They are only a little more uncomfortable, but they proride as much as 40 db. protection at the higher frequencies. The combination of helmet, ear muffs, and car plugs can give as much as 50 db. attenuation in the higher fre quencies. The problem of the commercial air lines will be considerably lets than that for the military aircraft None of the commercial aircraft will be using afterburners. The afterburner engine makes about 10 db, more noise than the engine at full rpm. without afterburner. Personnel also are more likely to be near the intake side of the engine than the ex haust during ground run-up. The severe intense whine in front of the aircraft is another reason for wearing hearing protec tion. We know of no problem involving the acoustic environment of commercial aircraft during nxn-up for which the avail able hearing protection derices are not adequate. ENGINE TESTING The last acoustical environment involves the testing of engines themselves. For com mercial aircraft this will probably be done only at overhaul bases. However, there are large numbers of personnel at such bases. The testing of the engine will require run ning it at high rpm. for long periods of time. This will in many cases cause a neighborhood noise problem. In most such cases, if the noise is reduced adequately to prevent neighborhood complaints, it will be sufficiently low in intensity for the opera tions at the overhaul bases. In a few cases, however, the design of the test cells will have to be such as to prevent excessive noise in the immediate vicinity of the cells. This can be determined only by a survey of the site. The problem at the overhaul base is rather similar but not as severe as that in most jet engine production facilities. All such companies find it necessary to build test celts with sound attenuations which run from 25 to 60 db. Our firm had an opportunity to study the noise prob lems of the overhaul bases of American Air Lines at Tulsa, United Air Lines at San Francisco, and Continental Air Lines at Denver, and has found that at these sites about 40 db. reduction or less was adequate. TEST CELLS USED Jet engine test cells in use at Ford Air craft Company in Chicago have reductions ot about 60 db. and are designed for con siderably larger engines than are now being produced The noise of the jet exhaust is quieted by passing through a labyrinth of 180* turns, the walls of which are lined with acoustical absorbing treatments espe cially designed to stand up under the high temperatures, velocity, and intense vibra tions which exist in this region. Similar labyrinths quiet the air intake and the air introduced for cooling. The sounds from these celts cannot be heard one-quarter mile from the cells. This structure is the most economical and nigged which has been designed for the large sound attenuations specified It proves that it is possible to get almost any amount of sound attenuation required with good de sign. The size requirement for overhaul bases will be much less than that at Ford because there will be no afterburners used and the amount of noise permitted will usually be considerably higher. There will also be at the overhaul bases ground run-up tests which will require similar muffllers as discussed above. The jet age will bring new problems in regard to the safety and well being of per sonnel. Not the least of these worries will be concerned with noise. Solutions for these problems are not readily evident because they depend on the whole over-all operation. 31 OFFICERS OF THE AERONAUTICAL INDUSTRIES SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--JOHN S, T. SWANSON', safety engineer, Orenda Engines Limited, Toronto, Ontario, Canada. Senior Vice Chairman (IVest)--FRANK W. STARR, safety & conservation administrator, Douglas Aircraft Co., Inc, Long Beach, Calif. Vice Chairman (Central)--LYLE A. GATES, safety engineer, Douglas Aircraft Cet, Inc, Tulsa. Okla. Vice Chairman (East)--KENNETH L. STEBBINS, director of safety, Lycoming Div% AVCO Manufacturing Corp,, Stratford, Conn. Secretary and Newsletter Editor--HUGH J, McRAE, safety director, AVRO Aircraft Limited. Toronto, Ontario, Canada. Newsletter Editor (East)--GEORGE LOUDON, ground safety director, Hq. S8th Air Division (Defense), United States Air Force, Wright-Patterson Air Force Base, Ohio. Xewsletter Editor (Central)--RICHARD P. DEXTNER, safety engineer, Rocketdync-- A Division of North American Aviation, Inc., Neosho, Mo. Newsletter Editor (11`cst)--C. W. LOWREY supervisor, Health and Safety Office. R&D Personnel. Hughes Research and Development Laboratories, Hughes Aircraft Co, Culver City, Calif. .Senior Program Chairman (IVest)--JOHN D. DONOHUE, safety supervisor, Rohr Air craft Corp-. Chula Vista, Calif. Program Chairman (Central)--W. H. STAPLES, safety and medical supervisor, TEMCO Aircraft Corp., Dallas, Texas. Program Chairman (East)--E. E. COLE, deputy chief, Ground Safety Office, Head quarters AMC (MCAS), Wright-Patterson Air Force Base, Ohio. Senior Education and Training Chairman (IVest)--ML ML CLANCY, general supervisor. Safety. Insurance and Medical Services, The Ryan Aeronautical Co,, Lindbergh Field, San Diego, Calil. Education and Training Chairman (Central)--FRED E. KEIENBURG. ground safety director, Hq. San Antonio Air Materiel Area, Kelly Air Force Base. Texas. Education end Training Chairman (East)--B. J. WILKE, JR, ebief safety engineer, Grumman Aircraft Engineering Corp., Bethpage, Long Island. N. Y. Senior Engineering Chairman (Central)--FRED L. DENTON, general supervisor. Safety Section, Boeing Airplane Co., Wichita, Kan. Engineering Chairman (East)--FRANKLIN KNIGHT JR, chief safety engineer, Georgia Division, Lockheed Aircraft Corp., Marietta, Ga. Engineering Cltainnan (IVest)--M. C VAL DEZ, chief safety engineer, CONVAIR-- A Division of General Dynamics Corp., San Diego, Calif. Senior Industrial Hygiene Chairman (Central)--). K. LEVERETT, M.D.chief plant physician, CONVAIR--A Division of General Dynamics Corp., Fort Worth, Texas- 32 Industrial Hygiene Chairman (IVest)--MRS. HELEN W, GIERE, R. N. first aid nurse, Missile Systems Div, Lockheed Aircraft Corp., Holloman Air Development Center, Alamogordo. X. M. Industrial Hygiene Chairman (East)--J. C SEWELL, safety and workmen's compensa tion division manager, Wright Aeronautical Div, Curtiss-Wright Corp., Wood-Ridge, N. J. Smiar Membership Chairman (East)--E. L. NEWMAN, Chief of Ground Safety (EWABG) Headquarters, Wright-Patterson Air Force Base, Ohio. Membership Chairman (Central)--EDWARD V. STSUL, supervisor. Safety & Medical Dept, McDonoall Aircraft Corp., St Louts, Mo. Membership Chairman (IVest)--HOWARD R. KIENLE safety supervisor. Transport Div, Boeing Airplane Co., Renton, Wash. Of-the-Job Safety Chairman (Central)--F. E. VAN HORN, safety and security super visor, Industrial Relations Div, Solar Aircarft Co., Des Moines, Iowa Off-ihe'Job Safety Chairman (East)--HAROLD L. RUSH chief, Ground Safety Div., Hq. Tactical Air Command, United States Air Force, Langley Air Force Base, Va, Senior Statistics end Contest Chairman (IVest)--LEE B. JOHNSON, chief safety engi neer, Northrop Aircraft, Inc, Hawthorne, Calif. Statistics and Contest Chairman (Central)--GEORGE H. BEECK, safety director, Denver Div., The Martin Co., Denver, Colo. Statistics end Contest Chairman (East)--JOHN W. KENT, chief safety engineer, AVCO --Research and Advanced Development Division, Lawrence, Mass. Long Range Planning Committee--HARRY J. WARREN (Chairman), director, Ground Safety Hq. CONAC, Mitchell Air Force Base. Long island, N .Y.; CLYDE B. KARLIN, chief. Ground Safety' Div., Directorate of Personnel, Headquarters Oklahoma City Air Materiel Area, United State* Air Force, Tinker Air Force Base, Okla.; R. T. HOMEWOOD, chief, Ground Safety Office, Headquarters Air Materiel Command, United States Air Force, Wright-Patterson Air Force Base, Ohio; H. S. NAISH. chief of employee service* and safety, CONVAIR---A Division of General Dynamic* Corp, Pomona, Calif, Sf3ttary Representative--W. L. TUBBS, Colonel, USAF (Ret), assistant for ground safety, DCS/Perso.' Department of the Air Force, Washington, D. C Advisory Committee--E. P. MARCONI (Chairman), manager, Safety Branch, AERO, Inc, Tullahoma, Tenn.; A, F. PAGNOTTA, chief safety engineer, Autouetics--A Division of North American Aviation, Inc, Bellflower, CaJif.; F. R. TEMPLE, chief safety engineer, CONVAIR--A Division of General Dynamics Corp., Fort Worth, Texas; H. L HEMPHILL safety director, AiResearch Manufacturing Co., A Division of Garrett Corp., Los Angeles, Calif.; R. S. MOORE, safety director, Grumman Air craft Engineering Corp,, Bethpage. Long Island, N. Y.; M. L. ANDREWS, El Seguodo Div., Douglas Aircraft Co. Inc, El Segundo, Calif.; R. WILKINS safety administrator, North American Aviation, Inc, Los Angeles, Calif. ''toff Representative--HOWARD H. WARZYN National Safety Council, Chicago, III. 33 OFFICERS OF THE AIR TRANSPORT SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--W. E. BERTRAM, superintendent. Industrial Safety A Security, Xorthwest Airlines, Inc, St. Paul, Minn. Vice-Chairman--DALE M. ESTELL, safety engineer, Trans World Airlines, Parkvillc Mo. Secretary--H. L. BUTLER, supervisor, Maintenance Manuals A Training, Eastern Air Lines, Colonial Div., Flushing, N. Y. iVnesietter Editor--N. L. CHRISTO?' PEL, staff superintendent. Safety, United Air Lines, Stapleton Airfield, Denver, Colo. Education and Training Division Chairman--DOUGLAS R. MACKINTOSH, safetydirector, Alexander & Alexander, New York, N. Y. Chairman--Poster Committee--SERGIO SQLIMAN, superintendent. Safety A Security Div,, Philippine Air Lines, Inc, Manila, Philippines. Chairman--Schools Committee--GEORGE H. CALDWELL, director of safety. Academy of Aeronautics, Flushing, Nr. Y. Chairman--Training Aids Committee--C. F. SCHAUB, ground safety director. Capital Airlines, Washington, D. C. Engineering Division Chairman--JOHN DICKSON, fire A nitty supervisor, TransCanada Airlines, Winnipeg, Manitoba, Canada. Chairman--Airport Committee--HERBERT KAUL, safety supervisor. Casualty. Inspec tion & Safety Div., The Port of New York Authority, New York, N. Y. Chairman--Cargo Committee--RAYMOND BRADY, staff assistant. Cargo Service, United Air Lines, Denver, Cota Chairman--Maintenance Committee--ALLEN W. DALLAS, director. Engineering Div, Air Transport Assn, of America, Washington, D. C Health Committee Chairman--W. A. BEIRNE, JR, supervisor. Engineering Dept. The Fidelity A Casualty Co. of New York, New York, N. Y. Membership Division Chairman--CHARLES T. BURNEY, executive assistant. Transporta tion Insurance Rating Bureau, Chicago, III. Chairman--Local Service Lines Committee--ARTHUR E. SCHWANDT, vice-president. Industrial Relations, North Central Airlines. Ine., Minneapolis, Minn Chairman--Service Operations Committee--RALPH J. DEE, ground safety engineer. United Air Lines, Denver, Colo. Off-the-fob Safety Chairman--L CORBEIL, fire & safety supervisor, Trans-Canada Airlines, Dorval, Quebec, Canada. Program Chairman--H. L MORRIS, safety engineer, Eastern Air Lines, Inc, Miami, Fla. 34 Public Relations Chairman--R. L, POTTER, supervisor. Industrial Safety, American Airlines, Inc., Tulsa, Old*. Statistics Chairman--J, A. O'DONNELL, staff manager, Industrial Safety, American Airlines Inc, Flushing, N. Y. ililitory Representative-- MAJOR C V; CARSON, Air Force ROTC Det 805, A A M College of Texas, College Station, Texas. Idvisory Committee--JOSEPH M. CHASE, manager, Div. of Maintenance A Equipmen!. Flight Safety Foundation, Inc, New York, N, Y.; D. D. GORDON-CARMICHAEL, properties A safety assistant, Trans-Canada Airlines, Montreal, Quebec, Canada; JEROME LEDERER. managing director. Flight Safety Foundation, Inc, New York, N. Y.; E. T. LEE, assistant director of security. Eastern Air tines, Miami, Fla.; H. R. RODDA, secretary. Transportation Insurance Rating Bureau, Chicago, TIL; H, W. SCHILLING, safety engineer, Trans World Airlines, Kansas City, Kan.: COLONEL GILBERT E. TEAL, USAF, Deputy Commander, Hq AF Personnel A Training Research Center. Lackland Air Force Base, Sas Antonia Texas; J. H. WATERMAN, manager. Ground Safety, Trans World Airlines, Kansas City, Mo. Staff. Representative--HOWARD H. WARZYN, National Safety Council, Chicago, III. Other Volumes in this Series User* of this volume will find much value in its companion volumes. Here is the list: Vol.No. TITLE Stock No. ~it 1 2 3 4 S ft 7 f 9 10 11 (2 13 14 15 (ft 17 19 19 20 21 22 23 24 25 -2ft_ 27 29 29 30 General Somw and Detailed Indue to oil Volumes.................. Aviation: Aeronautical Industries Section ft Air TransportSeeCon................ 02227--1 02237--2 fteu'e Steps in Accident Prevention............................................ 02127--1 Cement and Quarry Industries.................................................................................... 02227--4 Chemical Industries ......................................................................................................0&Z37--9 Coal Mining Industry...........................................................................................................02J7--t Construction Industry and Public Employment (PublicEmployee Ssdi|... 02227--7 Electrical Equipment Industry and Public Utilities.................................. 02227--9 Form Safety .........................................................................................................................02227--9 fertiliser Industry ....................................... 02227--10 Food. Meat Paeting ft leather Industries, Trades andServices............................ Q2227--I1 Glass and Ceramics Industry and Rubber Industry..................................... WU7--II Home Safety .......................................................................................................................... 022.27--I3 tndustriel Subject Session* (Sponsored by ASSE)............................... 02227--14 Labor . ................................................................................................................................... 022.27--Ii Maritime Industries [Marine Section)........................................................ 022-27--14 Metal* Industry..........................................................................................................................<0127--17 Metals Products Industries (Automotive end Machine Shop Section Power Press and Forging Section). , ' ............ ................. . 02227--11 Mining Industry ............................................................... Motor Transportation Industry [Commercial VehicleSection) .................. Occupational Health Nursing 5cction ........................................... 02227--19 02227--20 02227--21 Petroleum Industry .............................................................................................................. 02127--22 Printing and Publishing Industry......................... 02227--23 Pulp and Paper Industry....................................................................................... 022-27--14 Railroad Industry ................................................................................................................ 02227--2$ School and College Safety...................................................................................... 02227--2ft Traffic Safety...........................................*............................................................................. 02227--27 Transit Industry ........................................................................ ..............................................02227 29 Wood Products and Textile Industries....................................................................... 02227--29 Early Morning Sessions, "Human Relations and Man-Management"................. 02227--M PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages13 to 24 pages-- 25 to 48 page*-- 49 to 96 pages-- Over 96 page*-- 1 to 9 copits Each *025 ,35 .45 .60 .$5 10 to 99 copies Each $020 2$ -37 JO .75 100 to 999 copies Each $0.17 25 -53 .45 20 1000 or more Each $0.17 25 22 .45 .70 Complete set of Current Safety Topics (30 volt.)--$9-50. Stock Xa 022.17 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAKTT COUNCIL 429 NORTH MJCHIOAN AVI. CHICAGO II, ILL noonso: nini>>M. onat--t 36 BASIC STEPS IN ACCIDENT PREVENTION Other Volumes in this Series I'-ff. si.. i irr.cv Mere Vol. No. TITLE Stock No. General Session* and Detailed Indei to il Volumes Aviation' Aeronautical Industrie* Scctio Atr Transport Section 8ane Steps m Accident Prevention Cement and Quarry Industries Chemical Industrici Coal Mining Construct;^ Employee Section) Elects fi'j ,27-- 027. 27--2 022..27--J 022, 27--* 022,,27--S 022, 27--4 022. 27--7 022..2 7--I 022. 27-- 022.:27-- 1C022.:27--M 022.,:27--*2 022..27--U 022 .27-- M 022 ,27--IS 022 .27--14 022.,27--17 and Man.Mana5cment'' 022.27--U 022.27--1 027.77--ii 022.27--2: 022.27--22 022.27--75 022.27--:* 027.27--2S 022.27--24 022.27--77 022.27--7S 022.27--2? 022.27--3: PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES V. 'l.tM h ,( , ; -> -.,*f Hi I ,1| * m > r1 tlmn.: `i* .i 10 jn-r hi: ;s*`i.itm :> N'a:r rial saietv Council rresv.ber* NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVC. CHICAGO 11. ILL. i BASIC STEPS IN ACCIDENT PREVENTION Three-day series arranged by the American Society of Safety Engineers. PrMxtW at the 45th National Safety Congress (Oct. 21415, 1957, Chicago, IU.) Vet. 3 Csrmt Safety Topics CONTENTS Fact Finding Procedures The Value of Good Records end How to Use Them. .. .Clyde C. Ruddick 5 How Do You Investigate an Accident?................... Why Set Up Inspection Programs?........................... .. .Frank W. Kelsey 13 Environment Machine Tools and Principles of Guarding............... Plant Construction and Maintenance..................... . Thomas 8. Coleman 19 Principles of Industrial Housekeeping....................... The Employee, His Education and Training Initiating and Maintaining Interest In Safety............... . E. Clark Woodward 2& Job Safety Analysis and Pre-Placement Physical Examinations.............................................. .William E. Gruber 28 Practical Safety Education and Training............. ... Robert G. Reeve 30 i THE VALUE OF GOOD RECORDS AND HOW TO USE THEM by CLYDE C. RUDDICK assistant meneger, Safety and Plant protection, Pittsburgh Plate Glass Co., Pittsburgh. Pa. When accidents are many, anyone can re* duce them. When they are few and the record is approaching the irreducible mini* mum, it is much more difficult. In the dim distant past, when safety was in its infancy, accident frequencies were literally astro* normcat compared to our accident experience today. The safety engineer of that era was cer tainly not less intelligent than those of later rears. He did have his hands full with the multitude of unsafe machines and conditions typical of that industrial period He made great strides in reducing the accident fre quency by a gigantic guarding program. As the time went on and the accident rates dropped in the companies which pio neered in safety, a leveling off look place in their accident curves. That posed a prob lem and the safety engineer was in a real dilemma. There had been little need for mvthing but a guarding and a poster pro gram up to that time. ANAUrTICAt ACCIDENT PREVENTION \s a measure of the keen and resourceful men in safety work at that time, many of them ventured into unexplored fields of analytical accident prevention. This rela tively new approach did not blossom forth overnight. It began slowly In many places, particularly where safety enthusiasts faced temporary frustration because their accident rates were more or less static. Please do not misunderstand. The rates were good for that era and much better than in the majority of industrial plants. Neces sity thus crated the need for using native intelligence and those few daring thinkers spread the good word. Records were kept from the beginning of the safety movement. But they were mostly kept to justify safety activities, particularly the high cost of guarding and to compare those records with other plants. The ranks of those who vestured into analytical acci dent prevention grew. One safety leader as* sembled the combined thinking of those dar ing souls, with a considerable amount of his own individual and original thought H. W. Heinrich of the Travelers Insurance Com pany will be remembered for his book en titled. Industrial Accident Prevention. ADVENT OF THE CODES The idea of analyzing accidents, for more than just unguarded machines, grew by leaps and bounds. Many more safety engineers joined the "analytical" surge with almost as many ideas and variations as there were safety engineers. The National Safety Coun cil asserted great leadership in trying to guide American industry in standard meth ods of recording accident rates and causes. But the task really became one of gigantic proportions. Thus came the call for com prehensive standards. So the best safety minds known were as sembled under the guidance of the American Standards Association and the sponsorship of the National Safety Council. As a result, we con now refer to ASA Code Z16.1, "Method of Compiling Industrial Injurv Rates"; ASA Code ZI6.2 Part I. "Com piling Industrial Accident Causes--Selection of Accident Factors": and ASA Code Z16.2 Part II, "Compiling Industrial Accident Causes--Detailed Classification of Accident Factors." Thus we came into the realm of cause codes and today they are bywords of the safety engineer- Unfortunately, the codes are still not used as they were intended. This has been mainly because many indus trial Anns were content to remain as they had been before the entire code package was formulated. Many of them had really advanced con siderably from the unsafe conditions period but because of inertia or lack of desire, did not care to overhaul their pseudo forms of record keeping for the "ultra modern'* 5 1957 Notional Safety Congress as recommended by the codes. Many com panies, new in accident record keeping, be gin with mistaken or misunderstood ideas and are then reluctant to change. THE COOES First let me dwell briefly upon ASA Code ZI6.1-1954. The computation of aeddent severity was changed from a "thousand hours basis'' to "one million." Disabling Injuries X 1,000,000 Frequency-- ` Houn Worked Days Lost Due Disabling In- __ juries X 1,000.000 Severity-- Hours Worked However, the new ZI6.1 should be a veri table dog-eared reference. Never before have we had such a coudse, clear cut out line of injury recording rules. We now know precisely when a disabling injury is not counted and vice versa. New values have beet given the time charges for per manent partial disabilities. Perplexing ques tions can be answered such as: Is an injury in the parking lot charge able? When is an employee considered at work ? How about an injury during an athletic event? What about disabilities arising out of a physical disability? These and many other questions can be readily answered by the code. Keep in mind that the code deals only with recording in juries and has nothing to do with liability or moral obligation. The states have various measures of liability and the one is not to be confused with the other. The entire Z16.I code should be familiar to every*** ** safety activities. If you do not have a copy, send 50 cents to: American Standards Association 70 East Forty-Filth Street New York 17. New York. The selection of aeddmt factors--Code Z16.2 Part I. deals with the aeddent and its casual factors. These are: Agencyagency part--unsafe mechanical or physical condition--the aeddent type--the unsafe act and the unsafe personal factor. Here are brief definitions of the aeddent factors: 2.1 The Agency The agency is the object or substance most closely associated with the injury, and 6 which could have bees properly guarded or corrected. 12 The Agency Port The agency part is the particular part of the selected agency most dosely associated with the injury, and which could have been properly guarded or corrected. 23 The Unsafe Mechanical or Physical Condition The unsafe mechanical or physical condi tion is the condition of the selected agency which could have been guarded or corrected. 2.4 The Accident Type The aeddent type is the manner of cooUn of the injured person with an object or substance; or the exposure, or the move, matt of the injured person which resulted in the injury. 22 The Unsafe Act The unsafe act is that violation of a com monly accepted safe procedure which re sulted in the selected acadent type. 2.5 The Unsafe Persona1 Factor The unsafe personal factor is the mental or bodily characteristic which permitted or occasioned the selected unsafe act. The scope of the classification of the ae ddent factors as related in Z!6^ Part t by groupings, are important. Thus. I iu|t you to study them by hauling cot that filed copy or obtaining one at ooce. The sar* applies to Z-16J--Part IL ACCIDENT FORMS General Office Form of Pittsburgh Plate Class Company Some 50 odd industrial locations with quite diversified activities require a Ihtle different approach in an accident report Thus we find: A. Detailed statistical information, very necessary to the general office far removed from the plant location. This form, used since 19J7 and har ing' a few obsolete items, is still B, The injury and what happened, very necessary to classify properly. Many plants attach more details by sta pling a slip to this part of the form or writing a covering letter. C Machine, appliance or thing causing injury. This section is essential to establish causes. Basic Stefs m Accident Prevention General Office Form of Pittsburgh Plate Glass Company If properly filled out by the foreman, this section can tell a story of supervisory atti tudes and knowledge of responsibility. The safety committee report reveals the effec tiveness of the committee and its function in the plant An Electrical Manufacturer's Slithod of Tabulation \ mass of information in one record. This type of information must be coded. Supervisor's Accident Report and Code Card The snail form is used by supervision for all injuries except disabling ones. The code card is used by the medical department of that plant, for coding every accident The same code is also the basis for coding the UcBee card. All foremen are given tills code card for reference since the medical department reports indicate injuries by code number and letter. Another MeBee Tabulation Card This and the previous method of tabula tion and coding offers a ready reference for accident statistics. IBM--Remington Rand and others will install an efficient system of information which is promptly available, by classification, whenever desired. This card is used at our Lake Charles plant of the Cbhanbaa-Southem Chemical Corporation. An Electrical Manufacturer's Supervisory Report Form Every one of the six causal factors are covered. This form Is used only for dis abling injuries. Lake Charles Plant--Columbia-Southern Chemical Corporation--Supervisory Accident Report Form This form also covers the six causal fac tors. The supervisor is charged with find ing the unsafe acts and unsafe conditions. He must also name them and state his idea of the remedy. Lake Charles Plant--Columbia-Southern Chemical Corporation--Supervisory Accident Report Form A continuation of the cause factors. Here we haw attitude, skill and lack o: informa tion covered. APPLYING THE ANALyStS The Lake Charles plant studied its rec ords and drew up some charts. Keep in mind this plant had already reduced its dis abling injuries to approximately one in 14 months. I would say that the situation has almost reached the irreducible minimum--but the plant safety director does not agree. Consequently, their charts showed statistics of all minor accidents and doctor cases in addition to possibly any disabling injuries. Incidentally, all accidents required a super visory investigation report. Their previous analyses indicated a closer review of the service department activities. So to prove the suspicion, Jiese following charts were assembled. The Service Dept. Accidents by Time and Location--This chart indicated the number of accidents in each department and showed the time within the half hour that each occurred. The Service Dept Accidents by Location --This chart totaled the number of accidents occurring in each department during 1955 and 1956. Five graphs were drawn up indicating: the total accidents occurring in each shop each half hour of the day; the total acci dents in each cell each hour of the day; the total accidents and times in the caustic dept; in the power house and in the lique faction. - These charts did not show the causal fac tors--Agency, Agency part, etc. But could you imagine anyone as detailed in his ap proach to perfection forgetting the cause code. Of course not and you can bet that such analyses are cither already made or are in the offing. Because of the foregoing study, the safety director assigned one engineer to concentrate on an intensive visitation and observation in one location for an extended period. Each location will be studied in the order of accident frequency, until all have been cov ered. The study will not only be a statistical one but appropriate action will follow each incident found. I have no doubt that this plant will reduce its low disabling rate and its present, rather high all-accident rate still further. My prediction is that the present favorable aeddent experience will continue for a long time to coma What else could result from such a painstaking approach. Here is another analysis by another com pany. Of course; it may be assumed that "book-on crane disabling accidents'' pre- 7 1957 National Safety Congrttx salted a problem for study and solution. Here a 10 year study, carried oo in the most detailed form, presented ample am munition to ask management for the most drastic reforms. Fortified by this kind of information, the safety engineer can expect management to come through with any rea sonable and practical request. HOOK-ON CRANE DISABLING ACCIDENTS 1*44-1955 INCLUSIVE Nature of Injury Prutum r crushes.............. Lacerations and contusions....... Amputations ........................................ Strains............................................... Bruises .......................... 45 par cent at 14 * t Location of Injury root and Tecs,.................................... at percent lex and ankle........................... 23 Fingers ............. 3 Body ......................................................... IS Head ...................---------.... -S Ana and wrist........... 4 Type af Injury Struck by an object............... Caught between objects........... Falls ......................................................... Slips ............. Strike against ............ 55 per cent S t t 3 Unaafe Pertewl Factor Unaware of safe practice or unskilled ................... 41 percent Inattention or absentmlndednees. 41 Disregard instructions or wrong sttlluds .......... t Physical weakness or nervous.... C No unsafe personal factor............... 4 Unaafa Act* Exposed under suspended loads or to shifting loads......................... Taking unsafe position or plseing hands la unsafe place.......... Unsafe piling or arrangement. failure to eledc material............. Using equipment unsafely or overloading .......................... Working at unsafe speeds or giv ing wrong signal ........................... Using unsafe equipment.......... Jumping from vehicle............ 34 per eent 37 14 11 7 4 3 Unsafe Conditions NO unsafe conditions................. Misalignment or improper hook-up .................................... Unsafely piled materials--ooogee- tion--uneven and slippery floors .......................... Unsafe method ................ Defective equipment ............. Not wearing safety shoes........ Team of XipmUnce 0 to 5 years........................ C to 1$ years....................................... 11 to ]0 years,..,................. li to 30 years.....................,. 35 to 30 years.................... 35 per cent 32 IP 11 P 4 73 per cent 17 3 4 Under Five Team Bxparionc* O to 5 months......................................... S3 per cent 7 months to 1 year............................ is t to 2 years............................................. 14 2 to 3 years............................................ 24 3 to 4 years............................................ 13 4 to 5 ysers............................................ 9 5 to 5 years......................................... 3 FOR THOSE WITH FIVE yEARS OR LESS EXPERIENCE Unsafe Pmonal Factor* Unskilled ............................................. 47 percent Inattention ................................... 33 Improper attitude .......................... 9 No unsafe physical factor.................. S Nervous.......... 3 Bodily defects .................. 3 HOW DO YOU INVESTIGATE AN ACCIDENT? by EARL H. STOCKDALE assistant director. Accident Prevention division, Gulf Oil Corp., Pittsburgh, Pa. Unoaf* Acte Taking unsafe poridoa............ -... Unsafe arrangement of material.. Unsafe uee of equipment........... Positioning hands unsafely............ Wrong signal .............................. Unsafe spaed....................................... Improper lift...................................... Jmoping........................................ SO per eent 31 10 5 6 3 3 3 The investigation of accidents is good practical business and is an essential part of any accident prevention program. Any business can improve its records by deter mining the causes of past mistakes and becomes "what was the cause of the hitting and breaking the leg." CAUSES OF MISHAP But if we use the accident prevention Location of Injury Feet....................................... tfg* ......................................................... 34 Head end face,........................................ 9 Body ................................................ Ann ................................ General ........................................ Nature of Foot and Lag Injuriaa applying the needed correction. Accidents 40percerenst ulting in injury, damage, loss, or any combination represent circumstances that T have actually occurred and are not proba s bilities. Similar accidents will occur if 5 causes are permitted to exist. approach, the question becomes "what did anyone do or fail to do that led to the case's failing off in the first place," and/or, "What defective condition by its very existence contributed to the case's falling off." Certainly cases fall off many times for Fractures ............... Bruises (Hematomas and contu sions) ...................... Strains ................................................. Cuts .......................................................... Amputations ............................. S3 per cent 23 I 5 3 ts it any wonder that this large plant recorded a frequency for 1956 which sur passed any previous record of that plant? Can you be surprised that this same plant turns in a frequency, each year, far below the national average? The Investigation of accidents is not for the purpose of placing blame, but a fact hading operation to gather information needed to determine reasonable and practical action for the solution to the problem. In this connection, it is not only the individual or individuals involved in the particular itrident that we are concerned about but all other employees that may be exposed to situations. each time someone is struck; but each time one fails, some economic toss results. Whether or not it strikes anyone is a matter of chance; and if It does strike someone, the extent of injury is again largely a matter of chance. So why wait until the serious injury occurs to investigate an ac cident, or why limit our investigations to those few accidents that result in serious injury? In a etmilav manner, our own plate glass plants enjoy frequencies occasionally under When investigating an accident, frequently Once we have determined the causes of the tendency is to skim the surface and the cases falling off, we take the specific 1.0. and more frequaitly between 1-0 and think in terms of injury prevention. But action needed with the specific people who 2.0. Our chemical plants come through, yea? after year under the national rate and even below the low average rate of the Manu facturing Chemists' Association, and alt because of Marching for the factors of this approach does not penetrate deep enough to get to the root of the problem. Possibly I can explain the difference between injury investigation and accident investigation by using this typical example. have the problem, so that cases can be moved on a continual basis without any falling off. If we do. we move more cases and at the some time move them without injury or damage. causes as outlined by the codes. Let us assume that my job is to drive a As everyone knows, the supervisor is the We can all do more in the field of ana fork lift truck and pick up a pallet loaded one who should make the investigation, as lytical accident prevention. Surely the re with cases of product and deliver the load he is the one responsible for getting his wards are great. If national leaders in a waiting trailer truck. On the way to men to put the cases on the truck in the safety, such as Dupont--Dow Chemical-- the trailer truck, some cases fall off. Now way he wants them loaded and when he Westinghouse and General Motors, to men if I think in terms of injury prevention, wants them loaded. Investigating unplanned, tion a few of the large companies, can have any damage and extra work of reloading unwanted occurrences and taking the action frequencies as they do each year--thea we the fork lift truck may go unnoticed. If needed to control the causes is an integral can certainly afford to do the same. All of those corporation* us* and follow the codes, but they do more. They follow up their analyses with intelligent action. .And that e of the cases just missed hitting an cmpkryee, we may say we had a near accident and forget it. If coe of the eases happened to hit an part of a supervisor's job. TRAIN HOW TO INVESTIGATE In this connection, the staff accident pre- is exactly what the codes will do for you. employee and only bruised him, we may ventionist can strengthen the company's Keeping records for the sake of gathering statistics is not productive. Designing a say it was only a minor injury and again accident prevention program by providing forget it. If the case happened to hit an any needed supervisory explanation or train course of action based on those statistic* will ring the bell for any safety engineer who does and has the patience to stick to such a course of action employee and broke his leg; we become concerned because the results were spec tacular, a serious injury, necessitating in jury investigation and when thinking in ing in how to make an investigation to identify causes that are reasonable and practical to control. One nice feature of being in a staff terms of injury prevention, the question position is the privilege the staff accident 9 1957 National Safety Congress ' preventionist has of investigating anytime, anywhere that the immediate supervisor or any level of supervision needs help, or who help is indicated from a review of the re port of accident investigation. But the staff accident preventionist should be concerned when a supervisor continually solicits help as some supervisors may feet that prevent ing accidents is solely the job of the staff accident preventionist This is a little like saying that it is the fault of the accounting department when a company loses mooey. One of the fundamentals of successful accident investigation is a knowledge of the chain of events which produce all accidents. Undoubtedly, we are all familiar with Mr. Heinrich's accident sequence. Briefly stated it is this: "In every accidental occurrence, there is always a chain of events which occurs in a logical and fixed order. Each link in the chain is dependent upon the preceding link." This chain of events or sequence of fac tors always exists whenever an aeddent occurs whether or not an injury results. We may not be clever enough to identify each factor in the sequence but each exists nevertheless. Termination of the accident sequence may be in the form of injury, damage, loss, or any combination of unde sired results which we usually hear of first. Final factor m the sequence is the undesired result: injury, damage, loss. There are many types of injuries such as bums, cuts, fractures, fatalities and many different types of injuries may result from the same accident. But (mowing the type of injury, damage, or loss is of little value as it docs not tell us what to do to prevent a recurrence. When an aeddent occurs, the degree of severity is largely a matter of ..ante. For example, when two tars coDide, we may recall cases where one or more occu pants were injured severely while other occupants had no apparent injury and the extent of damage to the vehicles also varied. We would, of course, allow the severity to guide us to a degree in how we concen trate our efforts, but we do this by moving on to the preceding factor which U the aeddent itself. Second factor in the sequence is the accident An aeddent is not an injury nor a cause: it is the unplanned, unwanted occurrence. It is what happened that was not planned or wanted m our method of performing the job. A few examples would be: 1. Left from tire blew out, car struck pole, and overturned 2. Fell from scaffold to ground 3. A one inch line broke and sprayed add 4. Hammer slipped oat of employees hand and struck co-worker 5. Valve leaked chlorine gas These typioi accident examples are move ments of people, objects, or substances that are unnecessary, or irrelevant toward com pletion of the job. The accident, when the man felt from the scaffold to the ground, is evidence of fail ure to use the needed work method or the existence of a defective condition or both. The undesired result, whether this man fractured his arm, or leg, or only bruised himself, and the aeddent type "fall to a different level** give no indication as to what anyone did or did not do that was wrong or what condition was defective The third factor in the sequence is the came --the unsafe act and/or unsafe condition. UNCOVER UNSAFE ACT? In trying to determine if aw unsafe act was performed, we might consider: wbat did anyone do or fall to do that caused the unplanned, unwanted occurrmce? What did anyone do differently, this time? la other words, what specific movements, or acts, are needed to eliminate or add to this work procedure in order to prevent the same ac cident from recarring? The direct answer to this question indicates the unsafe act. A few examples of unsafe acts would be: --Failed to check oil in crankcase --Used a pipe wrench for a hammer --Used a brotcoi ladder --Did not use the guard on the saw --'Did not stop at an intersection stop sign In trying to determine if an unsafe con dition existed, we ought consider: the me chanical or physical condition of the piece of apparatus, tool, equipment, work plat form, floor or handrail to see if a mechan ical or physical defect existed which con 10 Basic Steps in Accident Prevention tributed to the aeddent. There does not have to be an unsafe condition involved in every accident. Experience has proved that the majority of accidents are caused by unsafe acts. A few examples of unsafe conditions would be: --Rotted out walkway --Overloaded electrical line --Lack of a relief value oo a jt- vessel --An unguarded fan --Unanchored decking on scaffold - FIND UNSAFE CONDITION Each example of unsafe acts and unsafe conditions says specifically what was wrong. We all know this is most important because tt tells exactly what we must fix. We should avoid the use of ambiguous terms such as carelessness, improper, awkward because these terms mean something differ ent to different people and correction is fre quently in generalities. Yet, experience has proved over and over that too frequently the unsafe act or the unsafe condition was not specifically identified, even though it is the heart of aeddent prevention work. In fact, when generalities are used, it could indicate that the aeddent was not investigated to the point where the specific muse was known. And with the use of generality terms, our job becomes more difficult to show tangible results. If it is stated that no unsafe act was performed or no unsafe condition existed then die aeddent could not have occurred. There is always a cause and there may be both an unsafe act and an unsafe condition. If we identify exactly what is wrong, cor rection is closely related. In any particular aeddent investigation, emphasis should not be placed on separating an unsafe act from an unsafe condition, but a determination of the cause that is most reasonable and practical to control. Actually if we want to be technical about it. a good number of our unsafe conditions were created originally because someone failed to modify, repair, or maintain. ACCIDENT CASE Let us check the first three factors in the aeddent sequence by considering this acci dent example: An employee is sent to work on a high scaffold. He falls to the ground and breaks his back. The first two steps in the accident sequence are apparent: 1. Undesired result--broken back 2. Aeddent (the unplanned, un wanted occurrence that broke the back)--fell from scaffold to ground The broken back was a result of falling to the ground. But the cause is unidentified. Unless we determine the work method he should have used or the defective condition which caused him to fall, we have no as surance that the next man to ascend the scaffold will not fall. But a supervisor is interested in avoiding another fall and a few of the things he might do in determining the cause would be: Discuss the accident with the injured employee, when the injured is in condi tion Question any witnesses Determine what the employee was doing just before and at the time of the acci dent Visit the scene of the accident and deter* mine whether or not: the handrail was in place, handrail was standard height, man was standing on handrail, man was standing outside handrail, boards in decking were weak or rotten, deck ing unanchored or scaffold legs not firmly supported. The supervisor must find out what anyone did or did not do that caused the employee to-fall from the scaffold to the ground, so that he will know what to do to prevent another fall Unless he has determined accurately the specific cause, it will be a matter of chance whether or not be will apply the needed corrective action. If he fails to examine a defective scaffold, and incorrectly assumes that the man fell because he stood on the handrailing, then the real cause of the accident would remain to endanger other employees. If the super visor fails to determine the cause, it is probable that another aeddent wilt eventu ally occur. On the other hand, failure to find out exactly what the employee was doing may keep the supervisor from finding the cause of the aeddent. If he assumes the "hand railing too low" when actually the man fell because he was standing on top of the rail ing. the true facts are not brought to light Twilling a new handrail will not stop this !1 1957 National Safely Compress cause. Furthermore, other employees will not learn from this experience. DETERMINE REASONS Once we have determined the cause, we know what we must fix but we don't know how to do it unless we know why the em ployee performed as he did or why the defective condition was permitted, which brings us to: The fourth factor m the sequence--Reason Why did the employee perform as he did, or why was the defective or unsafe con dition allowed to exist? Answers to these questions provide information needed not only to uke corrective measures to prevent another possible injury, but also to improve operating methods. These reasons sometimes called contributory causes represent the un derlying inefficiencies that actually laid the ground work for the unsafe act and/or unsafe condition. For example, a lack of adequate instruc tions or a failure to comply with instructions is usually an indication for the need of im proved supervision. If the worker complains of fatigue, there is every reason to believe that a slow down in production has occurred. Fatigue can result from noise, poor lighting, or unnecessary movements due to location of equipment or controls. A wrong attitude on the part of the worker may be due to dis comfort or a lack of supervisory interest. TALK WITH WITNESSES What better way can a supervisor strengthen his supervisory qualification* than to talk to those involved in the accident or any witnesses to determine the specific rea son which indicates where and how the supervisor can improve his work records. Until we get to the point as to where the immediate supervisor determines the reason, we have no assurance that we will progress toward accident records. By using these basic accident sequence factors as guides when investigating any accident, we ean channel our investigation to causes and reasons that are most reason able and practical to control. This technique prevents misuse of terminology such as quoting the accident, or reason as the cause. For example, I recall a recent accident where the cause was quoted as "left front tire blew out and car struck a bridge abut ment" That is the accident itself, the un planned. unwanted occurrence, but what caused the tire to blow out and strike the bridge abutment? In other words, what in vestigating an accident, we start off with the final factor "undesired result" and trace the chain of events, each factor in the se quence. back to the point that suggests a reasonable and practical solution. Let us demonstrate witht this acddoit example: A new inexperienced employee was given a gasket and sent to flange a six bolt flange in a pipe line. He put in the gasket but in tightening the bolts, he did not pull the flanges together evenly. As soon as oil was pumped through the line, the flanges leaked spilling several barrels of oil over the ground before it was discovtraL 1. What was the undesired result? Loss of oil. rework 2. What unplanned, wiwarned occur rence put the oil oo the ground? What happened? (Accident) Oil running out of flanges 3. Cause: What did anyaoe do or fail ' to do that caused the oil to run oot of the flanges? (Unsafe act) Tightened bolts unevenly 4. What condition by its very existence contributed to the oil running out of the flanges? (Unsafe condition) None 5. Reason: Why did the employee tighten the bolts unevenly? Had not been told "What was the right war to tighten the bolts." (Lack of knowledge) In many eases after the reason has been determined, there may be ques tions in need of further investigation; pos sibly a point of entry by the staff accident preventionist. For example, in the accident just discussed; 1. Why hadn't the employee been told how to tighten flanges? 2. What other employees are tightening flanges unevenly? 3. What is the procedure for tighten ing flanges? 4. What is the supervisor's indoctriaatio-t procedure for new employees? It is impractical to disassociate the work of investigation from the task of corrective action, so after necessary correction has been taken, check observations should be made until we are convinced that the action taken was sufficient to prevent a recurrence of the cause. A iz WHY SET UP INSPECTION PROGRAMS? by FRANK W. KELSEY coordinator of safety, Jones A Leughlin Steel Corp., Pittsburgh, Pa. Safety inspections can alert those pre venting accidents to be on guard and to do something about potential hazards. Safety inspections are a necessary and vital part of any well-rounded accident prevention projraitt inspections concern the identification of unsafe conditions and unsafe acts before they cm contribute to an accident They are the principle means for locating accident causes The finding and correction of unsafe con ditions and practices are one of the best aeias by which management can show em ployees its Interest and sincerity in accident prevention. Safety inspections help sell the aebdent prevention program to employees. They also encourage employees to inspect and correct conditions in their own areas. They afford the safety department an op portunity to contact the individual workman and provide the workman with an oppor tunity to point out unsafe conditions and practices which might otherwise go unno ticed. WHY NECESSARY TO INSPECT? Some years ago, our steel works divisions initiated an unsafe condition and practice report. After a rigorous effort to sell it to supervisors and workmen, many of these reports were received--so many in fact that the works manager asked whether or not we wouldn't have alt unsafe conditions in die works soon corrected. He failed to realize that inspections are constantly needed because unsafe conditions and practices are continually being created. Most unsafe con ditions and practices do not remain cor rected. Many unsafe conditions are the result of objects wearing out through prolonged use--and sometimes abuse. The side rails of ladders and their rungs develop cracks and become weakened. Ropes become frayed and worn. Power transmission belts deteriorate. Stair treads get worn or broken. This means that unsafe conditions are continually being created by people and machines. It also means that unless steps are taken to detect and eliminate such con ditions, accidents will inevitably result. Unsafe conditions have been likened to water leaking into a boat If the water isn't continually bailed out. the beat will be rwamped. Left taicorrccted. unsafe condi tions will grow in onstber. The result---a high Injury frequency rate. EMPLOYEES CREATE HAZARDS Many unsafe conditions are the result of employee actions. No matter bow welltrained workmen may be, they can cause unsafe conditions. Material may be piled where someone could stumble or trip over it or it may be stored in a hazardous man ner. Guards may be removed but not replaced. Hand tools may be left in a defective con dition. Here again, is a continuing source of unsafe conditions--pointing out why safety inspections are an absolute necessity. Not only must the plant be inspected for unsafe conditions, but workmen must be observed to see if they are working safely. We know that unsafe practices occur even among well-trained men---mss who know better. Unsafe acts may be the result of: Lack of knowledge or tidlL Improper motivation--that is. for vari ous reasons men prefer the unsafe way. Defective capacity--that is, unsafe acts nay be due to physical conditions such as poor eyesight, overweight, lack of co ordination, worry, etc. Safety is everybody's business; conse quently, in the accident prevention program, responsibility for safety inspections is broadly shared. Members of the safety department must be continually on die alert for unsafe c-nditions and practices. All employees should be encouraged to report unsafe practices and Conditions. Works labor-management safety commit tees, working within contract requirements, may make inspections to improve safety and 13 1957 Motional Safety Congress to recommend to management new uic vices or attachments, excluding personal ' practices for adoption. protective clothing and equipment. In the larger plants, joint departmental 10. Handtools, All Kinds: equipment that tabor-management alternating inspection is held or carried when is use. committees, assigned by the department 11. Hoisting Equipment: cranes, derricks, head for a limited period only, could in power shovels, dredges, air hoists, hydraulic spect for unsafe conditions and practices jacks. and report thdr findings to the department 1Z Inflammables and Explosives: Re head. The prinaple advantage of such aa quires no further explanation. inspection procedure is that it affords every employee in the department an opportunity to become familiar with and to participate in the accident prevention program. 13. Machinery and Paris Thereof: power equipment that processes or on. terials, e.g.. agitators, grinders, forging machines, pulverizing machines, drilling ma Special safety inspections may involve the chines. services of trained personnel. 14. Materials, Roue or Processed: mate Certainly, all supervisors and foremen rials and supplies essential to production should have a well-defined responsibility for of finished product, excluding materials the inspection and safe maintenance of equip elsewhere classified. ment within thdr area. 15. Mechanical Potcer Transmission Sys WHAT 1$ INSPECTED AND FOR WHAT7 First there should be a clear understand ing as to who has the responsibility for safety inspections. Then, the problem of what to "took at" and "look for" should be settled. tems: shafts, bearings, gears, pulleys, drums, cables, belts, sprockets, ropes and chains when used to transmit power. 16. Overhead Structures and Equipment: any structural parts or equipment that may fall from above. Experience has determined that the fol lowing 24 categories, which may or may not be of equal importance in any specific 17. Personal Protective Clothing and Equipment: goggles, gloves, aprons, leg gings. . .trea. will provide a general answer as to what to "look at" when inspecting for un*atc practices and conditions. 18. Pressure Vessels, Boilers, and Pipes: objects subject to internal pressure from compression of Squids or gases. 1. Atmospheric Conditions; hazardous conditions of dust, gases, fumes and sprays. 2 Chemical Substances: all liquids and ->lids that are toxic in nature. 3. Containers: all objects for storage of materials, such as barrels, boxes, bottles 10. Pumps. Compressors, Blowers and Fans: objects (hat move or compress li quids, air or gases. 20. Shoftsoays, Pits, Sumps, and Floor Openings: all types of openings into which persons may fail or trip. and cans. 21. Walking and Standing Surfaces: 4. Conveyor Systems: any system that floors, aisles, stairs, platforms, ramps, roads, tnuvports materials to or from operations scaffold*, ladders. ->r pro"esses. 22. Warning and Signal Devices: direct 3. Electrical Conductors and Apparatus: coramamcatioo systems as radio, telephone, wires, cables, switches, controls, transform buzzers, bells, lights. ers. lamps, batteries and fuses. 23. Vehicles ond Carrying Equipment: 6. Engines and Prime Movers: sources trades, cars, trains, motorized cam as well of mechanical power, excluding electric mo as non-motorized equipment for transpor tors. steam engines and gas engines. tation of materials. 7, Elevators, Escalators and Manltfts: 24. Miscellaneous: other potentially haz Requires no further explanation. ardous objects or conditions that do oot 8. Firefighting Equipment: all firefight fall into the above categories. ing equipment plus related structures as In our own corporation we adopted the use sprinklers and fire plugs. of a safety inspection inventory form to de 9, Guards and Safety Devices: all re termine the items which need Inspection xa movable and fixed guards, and safety de~ any particular area of supervision. This M Basie Step* in Accident Prevention particular form reviews aD potential sources of accidents from an inspection point of view. The procedure involved in the use of this form consists of two basic steps: 1. Deter mine what to "look at" and Z Determine what to "look for." This safety inspection inventory mils for a list of items that fall into the inspection category, and describes where these items may be famd. It identifies the critical parts of the item which should be inspected for unsafe conditions, and the unsafe condi tions which should be "looked for." A thorough job calls for a safety inven tory of each of the 24 categories should they apply. It would also provide a com plete inventory of all the potential acci dent agents to a specific supervisory area. "LOOK-FOR" GUI0E Items to be considered under the "Look For" guide out be grouped under the fol lowing five major headings: Safety Devices, Signal Devices ond Guards Missing or inadequate guards. Lack of or faulty bracing support. Missing or faulty warning devices. Missing or faulty safety devices. Structural Defects ond Material Character istics Sharp-edged, jagged, splintery conditions. Worn, frayed, cracked, broken conditions. Uneven, rough. Slippery conditions. Functional Defects ond Characteristics Unsafe susccptability to breakage, collapse. Unsafe susceptabitity to tipping over, fall ing. Leakage of gases, fumes, or fluids. Ventilation, Illumination, Moist Noxious fumes, gases. Inflammable or explosive fumes, gases. Insufficient illumination. Excessive noise. Hazards of Stonge, Positioning and Ar rangement Congestion of traffic or walking space. Protruding objects. Poor housekeeping. This inventory would lordly include every possible hazard. But it will provide a per manent record, listing most of the items to be "looked at" and what to 'Took for" in each department when making safety in spections. This inventory will also determine who is to do the inspecting. Some of the responsi bility will fall to the foreman, some to safety inspectors, some to maintenance men and other responsibilities to skilled special ists. WHEN SHOULD INSPECTIONS 8E MADE? When inspections are made will depend on the items to be inspected. Some items or conditions require continual inspection to make employees always alert for their occurrence. Gas and fume hazards are an example. Some inspections are called for immedi ately prior to certain work operations. For example, entry into a manhole may call for a preceding check for gases. We us* a field clearance report which requires the signa ture of department maintenance and oper ating supervisors before outside depart mental personnel are permitted to work within a department. Some items require periodic inspectiondaily, weekly or monthly. Other inspections may be semi-annual or annual. Special in spections may be in order because of par ticular occurrences, for example, the in vestigation of an accident may reveal a special type of hazard. This safety inspection inventory when completed, will indicate: what must be in spected, what to inspect for, who must do the inspecting, and when the inspection should be made. IMPORTANCE OF CORRECTIVE ACTION Inspections themselves are Important; but follow through for correction is of utmost Importance. Only by correction can unsafe conditions be made safe and workmen made to realize that management is earnest to promote the accident prevention program. While the correction of unsafe conditions is an important phase of the accident pre vention program, we believe that the ob servance and correction of unafe practices Is more important, because unsafe practices occur with greater frequency than unsafe conditions. Hence, improvement in the num ber of unafe practices corrected should have a more significant effect on the fre quency injury rate. * 15 1957 National Safety Congress This statement is not made to discourage the correction of unsafe conditions, but to emphasize the need for locating and cor recting unsafe acts or practices. Some of the common unsafe practices may be grouped under the following headings: 1. Operating without authority. Failure to Signal or Warn. (Ex. Start, stop or move equipment without authority.) 2. Failure to Make Secure. (Ex. Failure to lock, block, tie or otherwise secure materials or equip ment against unexpected movement.) 3. Operating or working at uitra/< rate. Running. ) uinping. Operating vehicles too rapidly. 4. Improper use or failure to use. Guards, safety devices and personal protective equipment. 5. Using unsafe equipment. Using equip ment unsafely. Use of unsafe hand tools. 6. Taking unsafe position or posture. Exposure under suspended loads. Improper method of lifting. 7. Unsafe loading, placing, storing, mix ing. Overloading. Crowding. 4. Working on moving or hasardous equipment. Getting on and off moving equipment. Working on equipment in operation. 9. ,Miscellaneous unsafe acts. Distracting, teasing, horseplay. Waring unsafe personal attire. With these common unsafe practices in mind, you can plan observations for unsafe acts. As with unsafe coaditioos, after an unsafe act or practice bas been observed it is essential that something be done about h. The correction of unsafe acts or practices involves a problem in human relations. The employee must be approached in such a way that there will be do resentment on his part. Certainly he should not be subjected to humiliation. He should be talked to in private and informed of the safe way to do the job and an effort made to get his agree ment. HOUSEKEEPING Good housekeeping looms large as a very definite factor in the prevention of acci dents. A well-planned periodic housekeep ing program, set up on a rating basis with awards to the unit with the best score mil do much to help the cause of safety. A continuing systematic method for find ing and correcting unsafe conditions and practices is great value in the preventios of accidents, since unsafe conditions and practices arc continuously being created. Safety b everybody's business and re sponsibility for inspections should be speci fically delegated both as to '`when" and "by whom." After indicating what items or practices should be inspected and presenting a safety inspection inventory form we again emphasite the importance of corrective actioo after unsafe conditions and practices have been determined. "Why Set Up Inspection Programs?" To emphasize.- ORGANIZE --> DEPU TIZE -- SCRUTINIZED MACHINE TOOLS AND PRINCIPLES OF GUARDING by HAROLD MOORE safety engineer, Remington Rand Inc., Elmira div., Elmira, N."/. The measure of a good safety program is the determination of top management to bade the movement and actively support all those to whom the duty has been given to 16 supervise, develop and engineer the safety program in their organization. Most assuredly, the success that has beci gained and maintained by those companies Basic Steps in Accident Prevention whose no-accident records are outstanding. Has been attained by the whole-hearted back ing of the safety engineer, or director, in his program of injury prevention. For, after ail, injury prevention is the goal at which we all aim. This present situation has been a matter of growth, in just the same way as there has been a definite growing in production methods. Management realizes that good production depends on accident-free opera tion. So in the beginning let me say that if your management, I mean the chief of your company who has delegated the safety job to you will co-operate, you start with few handicaps, nothing like the handicaps which those of us who have pioneered the iccidatt prevention movement. It doesn't matter whether you are a newly appointed or even a more matured individual is the no-accident movement. This job you Have been given bristles with opportunities to progress in this field of injury preven tion, If it should be thought necessary to choose a mono or a watchword we would declare--"They shall not get hurt." So, let us first break down some of the essentials that govern the province of ma chine guarding and, second, the scope of the responsibilities and duties connected with the job. MACHINE GUARDING Fortunately today we do not have to start from scratch. The progress made is the field of machine guarding has been phenominal. and it has been stimulated by the ac ceptance of the principle that it is the in escapable duty of the industrialist to accept that responsibility. Answers to this pro gram of machine guarding are available to those who will make it their business to study and apply the principles. First--Where do we find them? We ran and should make use of the text books--The Safety Manual, Safe Procedure pamphlets and job Instruction Cards, in addition to all other stimulating literature ot the National Safety Council. It U probable that the companies you represent are subscribers, members or sup porters of the National Safety Council and thereby can. at little extra cost, provide you with a knowledge of the tested methods which have proven effective insofar as the material--or physical aspect is concerned. BE A SAFETY DEVOTEE However, these manuals, text books and such to which we have referred are of little use if they remain on your bookshelf. This means, of course, that you shall not be a mere safety job-holder, but a devotee; one who is imbued with the spirit of his work and whose studies are not a task but an opportunity and an investment One or two points about machine guard ing do stand out in our experience. The first is that the primal parts of most ma chine tools today are already taken rare of by the machine tool designer and manufac turer. We man such things as gars, uni versal joints, accessibility of stop-start mo tions and (he combination of those operat ing feature* which are designed to prevent the casual or inconsidered act of the operator. There are still some old-time machine tools which may need your attention. How ever, the more important, "point-of-opera tion" protection will always provide the greatest scope, and challenge, for investiga tion, study and ingenuity of the safety man, --the devoted safety man. Let us analyze this a bit. We have learned that injuria don't just happen. They are caused. The accidental Injury is merely the effect of the cause. So in considering these points of operation we shall, we must accept the axiom that no one wants to get hurt. If that were not true; thm injuria would not be accidents: they would be routine. MAN CAUSES MOST ACCIDENTS What then is one of the main causa of accidents and the one which needs the inten sive consideration of all of us in the acci dent prevention field? In our opinion it is the unpremeditated, the instinctive, the auto matic act of the human individual as op posed to the Robot. A machine is designed to do certain operations. The machine doa not think; it taka no regard of any conditions, just merely operates as it is daigned to do, and tf the operator doesn't realize and accept this he is an accident liability. Let us illus trate. Take a punch press which has been, and properly, looked upon as a number one maimer. Thousands of dollars have, been invested in the design of punch-pros guards--de- 17 1957 National Safety Congress signs accepting the frailty of the human operator, and to make the guard what eu phemistically we call "fool proof." Actually what is being done U meeting the situation so as to combat the effect of the instinctive action we spoke about As an illustration of an instinctive or unpnrnediated action think of yourself driv ing up a knoll, say at 40 m.pJt. and at the top SO yards ahead you see a farm wagon crossing, or some cattle, or some children playing. Do you go through a long process of thinking what you will do ? No. Instinctively your foot leaves the accelerator, you step on the brake--and you slow down. By the same token, if you are sitting beside an open window and a moth, or a bug. die* in and alights on your face, you brush it off in an instant Well, press operator seeing something on the die; a chip or a misplaced part, has the instinct to reach in and sweep it off. DRILL JOI SAFETY An impatient drill operator doing a drill job In sequence, will when closing one drill operation retard the drill by using his hand. What does a point-of-operation guard do? It prevents, or must be designed to prevent such incidents before they become accidents. And the success of the design of the guard and the insistence on its use is the accident preventor. We cite this type of machine because, in safety parlance these machines are con sidered bad offenders. We shall not go into detail regarding the many varieties of ma chine guarding, that is the physical guard ing of machines. As we said, a large per centage of machines in this day are in in centive production--and this brings to light the would-be "corner cutter": the guard dodger and the "take-a-chauce* boys. Where does our safety man stand here? Oh no, it is not simple: it is a challenge. Let us emphasize. The safety man, if be is ever going to make a success in accident prevaition, must work with the tool de signer; the ranks of supervision from fore man down to set-up man with methods engineering, time study man and union stewards. He does not give orders. He is not a dictator, but he is a salesman for injury prevention and a friend to the em ployee and others. In his sphere h* has much need for pub licity of his objectives and support to back them up. For aids, he arranges for and makes up safety committees. If need be he uses plant publications--if there is one, posters illustrating the danger of certain procedures and he also disseminates news regarding safety activities, outstanding safety performances and gives credit to safety suggestions submitted from the floor. USE RUST AID FACILITIES He can and should make use of the first aid and medical departments and their facilities: keep a touch with the plant nunc and be bamedatdr advised if aad when a confitias arises which requires prompt attention and maybe drastic action. We need hardly tdl you that to-day in the safety field, there is opportunity for the safety man to keep abreast of new developments in automation with its pros pect of monotony-promoting drowsiness. Also the new aspects of compensible lia bility available. Radio activity is one that should be the subject of investigation, con sultation with specialists in this field who can--and trill--gladly help. Another field which is becoming a cause of worrysome consideration is noise--with the possibilities of producing hearing de fects or losses. This divides itself into two divisions: The factual study of noise pro ducing machines or other conditions by the use of detector devices; and the evaluation of noise-reduction, baffles, insulation and personal protective equipment. The safety man should be included, and. if permitted by the scope of his authority, a consultation with the specialist, the engi neering division, the medical department and industrial training group, to fostering a successful safety program.^ 18 PLANT CONSTRUCTION AND MAINTENANCE by THOMAS 1. COLEMAN safety `supervisor, Keamy Works, Western Electric Co,, Inc., Kcemy, N. J. The key to injury free performance in any endeavor is, has been and always will be the safe worker. This is particularly true in construction and maintenance work be cause of the nature and environmental con ditions of this work. There are federal, state and local laws which specify definite requirements for safe working conditions. Books, brochures and printed articles give all the information needed to determine what i$ safe or unsafe in equipment facilities, conditions and tools. An outstandingly good job of building safety into most tools and equipment has been done by the engineers. However there will always be opportunities to develop en gineering improvements for the tools and equipment used by the construction and maintenance men. The work assignments of the construction Mid maintenance men are not repetitious. Each job the men do presents a different set if circumstances, conditions and problems. Therefore the tradesmen, journeymen and master mechanics must be well grounded in the techniques of safe work methods. A broader knowledge of the work, ase of the equipment and protective devices is essential. Even with the knowledge of how to pro tect against the unexpected and of things that make the work area safe, we must depend on the man working safely because the supervisor cannot give the same time to the individual or group as can be devoted to the fixed location workers. Because (he construction and maintenance men are widely scattered the supervisor does not have as frequent contact with them as (he supervisor of a group of production workers confined to a particular space. Therefore the men on this type work must be thoroughly familiar with the prob lems and potential hazards. We must of necessity place more dependence oo these men. TRAIN SAFE EMFLC^EES To obtain safe workers we must select men with care, and then train them for ttfe work. When instructions are given to a man we dare not assume he knows what to do, or how to use all the necessary safeguards. We must take time to review all points of danger, all the pitfalls and inform him of the exact requirements and expectations for safe work. We must also equip the man with sufficient and suitable equipment to meet the safety requirements. If we lure an electrician and tell him to wear a hard bat to withstand high voltage contact, and we give him a hard hat that has no value except impact resistance, we have not given the man adequate or suitable safety equipment. The safety equipment must give the protection we want the man to have- After adequate instructions have been given, suitable safety equipment provided, the environmental conditions are good, every hazard considered and the employees follow our demands--then some member of the supervisory staff is called to aid a man io an area where eye protection is required. This supervisor goes to the tradesman but does not bother to wear his safety glasses. He is setting a bad example for the em ploye*. Within a day or two that employee will probably be working without the speci fied eye protection. You must insist that all members of man agement help in setting a good example. The staff must always use the safety devices specified for use in any work area they visit. There must be rigid compliance to ail safety rules and regulations. You dare not disregard or fait to use the proper equip ment in the approved manner. Circumstance* that lead to a fatal acci dent only can be eliminated by exacting rigid compliance to all rule* and regula tions. We must outline and review them when indoctrinating a new and inexperi enced worker. Never leave any part of the rules unexplained. To be sure no informa tion is missed, make up a guide list or in duction procedure and follow it. The newly hired experienced tradesman should be given just as thorough an indoc trination as the inexperienced man because 19 1957 National Safety Congress he may have formed bad habits in his last place of employment. Here's what happened to one man with a bad habit In his indoctrination die su pervisor covered the local rule against hitching rides on industrial trucks. However, the new man disregarded the rule and jumped onto the forks of a passing truck. His left foot slipped and was caught under the frame of the truck. When the injured man was interviewed he said, "I always hitched rides on the trucks in the last place 1 worked and got away with it. I did not expect to go wrong this time either." This indicates a need to go a step fur ther in our training procedure. We must review some of the rules for safe work each time there is a change in work assignment The training given by the supervisor must be continuous. The master mechanic, journeyman or leadoff man are important in the day-to-day training of the apprentice and helper. They must set a good example and be thoroughly familiar with the rules and procedures. Any lead-off man who decides upon a change in method or procedure that reduces or elimi nates safety from the task is unworthy of continuing in that role. bfanagemaxt has the responsibility to pro vide safe equipment for the men to work with and the workers have a responsibility to themselves and management to use all that is provided. We might consider each employee as having been hired conditionally. Every occupation has certain conditions to be met, such as the welder and his eye pro tection. the millwright and his boatswains chair with a safety line and the man who builds and works from a scaffold that re quires a toe board and guard rail. TRANSFER UNSAFE WORKERS Each man who fails to use the specific <afcty equipment tor the exposure or job lias failed to meet the conditions of employ ment. The man who is unwilling to comply with the conditions for safe work should be transferred to less hazardous work or his service should be terminated. To cnrainac lam in as occupation where he does sot meet the conditions will surely result ki disaster. The supervisor must set a good example at all >>* by using all the safety devices he expects his met to use when exposed to die hazard of the job. If an employee is having difficulty on a particular task and calls the supervisor for help, the supervisor must use whatever equipment the man must use. If the job is dusty and calls for a dust mask he should use ft dust mask. If he goes on a scaffold where a life line is required then he must use a life line. The older employee will have a great in fluence on the new men and helpers. If the older men do not set a good example we will never achieve complete acceptance and use of the safety equipment. There are a few ways to secure acceptance and use of the safety equipment, job methods and op erating techniques that guarantee the great est safety. First, rules must be stipulated and fol lowed. They must be clear cut and as simple as possible. When outlining the rules to the employee the supervisor must make certain there is complete understanding. Leave noth ing to guess work. It may be necessary to repeat and repeat until you are understood. The supervisor must make no exceptions to the rules. They must apply uniformly. The moment he lets one man work contrary' to the rule he is in for trouble. Other men in the gang will be found working without the item that was excepted for the one man. REVIEW SAFETY RULES When job assignments are given out, the supervisor should review the safety require ments of that job. He must not assume the men will remember or that the man knows all the danger points of the new assignment. One supervisor covered the area fully. After giving the millwright all the information for the job, he then reviewed the safety require ments. He pointed out the need to lash the ladder on the building truss and the need to wear safety glasses. Finally the supervisor mid "and button up your shirt collar because those metal chips from the drilling will be hot. If you get one of those hot chips down inside your shin it may cause you to fall off the ladder and we don't want tliat to happen, ever." This supervisor did an ex'.tllem job of instructing his employee; nothing was left' to chance. The employee followed through ob the instructions because they* were com plete and explicit. He knows that this su pervisor will not tolerate short cut methods or failure to follow order*. 20 Basie Steps in Accident Prevention There may be times when non-compliance with the rules and safety requirements can not be enforced except by some disciplinary action. This step should be taken whenever it is warranted. It is important that the action be uniform. It must be fair yet ade quate. Good judgment must be used in leveling the penalty or else it may be turned into a joke as in one instance. The man was to be given two days off for an infraction. The days were to be a Thursday and Friday but the supervisor decided he wanted the man on Saturday because they needed his par ticular skill When the employee was informed of the penalty and then was told they expected him on Saturday he laughed at the supervisor and said "You must be crazy to think you can give me two days off at the end of the week and then say you expect me in on Sat urday. This is just what I have wanted This gives me a four-day weekend I'll be able to put my new boat in the water and iry it ouL You won't see me until Monday Mr. Supervisor." LEARN THROUGH PENALTIES This action was not a penalty because it gave the man something he wanted and in turn the entire gang looked upon this action as a huge joke At another time three men would not continuously wear the eye pro tection that was required After a reason able interval in which every effort was made 10 have these men comply they were placed in other occupations where eye protection was not required. \nangements were made for the change and the men were told what was to happen. Three men after their initial protest about the loss in earnings said, "You never con vinced me that you meant what you said about wearing those safety glasses. Give me another chance on this job and I promise I'll wear the safety glasses all the time." They were were given another chance and they have fulfilled their promises. We have given a lot of thought to the supervisor and what he must do to run a sate job. But let's look at the duties you and I must fulfill to help make the job as safe as possible. First, every hour spent on writing re ports of injuries is an hour that could have used in personal visits to search for unsafe conditions, human failings, and dam aged or defective tools and equipment that often result in injuries. VISIT JOt LOCATIONS You should be seen in the field each day by as many employees as possible for you to visit You must never pass by an unsafe condition, act, or piece of equipment You should make arrangements for some correc tive action before you go on to the next area. Show righteous indignation when such a show is justified. Do not accept anything but the best efforts is every aspect In the fulfillment of your safety program. The only way to come down near the zero mark in injury frequency is by the elimina tion of every conceivable hazard and by wholehearted and complete acceptance and use of the safety equipment, rules and regu lations that may be established for the pro tection of the employees. There is no easy way to accomplish the desired results. It takes hard work on your part, your super visor's part and on the part of your man agement. The key to injury free performance is the safe worker. In construction and mainte nance work there is hardly any repetition to the work because each job and location presents different hazards. The men's knowl edge must be much broader to meet the con stantly changing conditions. The men must be well instructed and dependable because the supervisor cannot be with them con stantly. Their training must be thorough and they must be adequately equipped to work safely. There is a constant need for you and the supervisor to set a good example. Compli ance with all the safety regulations is im perative. Training the men is and must be exacted from all employees. There can be no exceptions. When disciplinary action is required it must be uniform, fair, and adequate. Re member that every occupation has certain conditions that must be met Therefore every employee is hired conditionally and when he does not meet the conditions of employment he is no longer employable on that job. You. Mr. Safety Man, must spend every available minute searching for the unsafe practice, the unsafe condition, and the un safe equipment so they can be corrected be fore anyone is injured. ^ 21 PRINCIPLES OP INDUSTRIAL HOUSEKEEPING by PETER CONTARDO safety djndflr, Job A. ftcabling** Sons Corp., Trenton. N. i. Mowekerpcng * be ranks & m tbs f of the list of that** we iheoM in to yrrrae occopEukral accident*, k a she one anwwy which more than any tnSme m wad a* Air spearhead of the f; ilih Hoasckccpbc * tat--fl dsi'fbstf by Ae following weQ-kibtwni uwtfc W people of i? Beta "bsR*tag *** piaiw dm orderly** jOi*i e ** "a place where wentni * bag* a puwe * In ptem wtwc* has* W nowd hug keeping far saae> vwt om* w dm <o> ptoyoe* ate the n knowa MnMMn ** place for everyth src sod < arytmag ia m place." In a meat oirvey takea m a --* turing pbos 30 emptavit were >Aed ta da- fine hornehccgma It iarhdarf the nam dent, industrial wwwn. safety pmaaari, industrial sane. saowaaiMt taco, sanoon, equipment operator*, n aecoantine. ma chine opeiaier* ihfcorm. aad ocher*. AO of them included either the word efcaa or the word orderly ta their replies. Twentyfour of them mod both words. This seems to indicate (at least on the basis of this snrvey) that Wulmfiinf consists of "order and cleanliness.** STOP SQUALOR I once heard it referred to as the elimina tion of industrial squalor. We may find it advantageous at times to use this definition a our work because despite the grot prog ress made in industrial accident prevention, and particularly In plant housekeeping, squalor in industry exists as surely and probably to as great a degree as it does in blighted tenement districts and so-called backward rural communities. In addition to controlling or eliminating work hazards, order and cleanliness in our plants provides an unusually strong sales appeal for our way of doing things as op posed to a state-owned and controlled eco nomy. It is difficult to persuade a visitor, whether a local citizen or from a foreign land, that in our system we have genuine 22 coacara for oar working people if we kerp oar plants m a sloppy condition. lniuetiUl squalor does not enhance the per mot of the free enterprise system at bane or abroad. The habit of squalor be* raim aomioos and (if it exists m oar pbwei) spreads beyond the confines of the plane sues. Witness the alarming harts deae m the countryside by the so-called SAFETY IS SERVICE Salety-caea should be in the forefront of oy efforts to clean up (and keep clean) Aaacnet. It is an opportunity to render a real service not only to our employees and oMbaary, bat also to our communities. Oar obligation for industrial housekeeping daa* sot begin and end at the plant. Through oar ~bwnhf 0f Commerce, our local safety societies, oar local goveranental officials, we same do our share to help make the entire community, and especially the in dustrial cooumsuty, "housekeeping minded." Let us analyze the real meaning of in dustrial housekeeping What is it? Whai does it include? It may be defined as "all those activities wliich arc necessary to keep the interior and exterior of the plant in a reasonably clean and orderly condition." The plant includes all buildings and struc tures. equipment, machinery, yards, roads and parking areas. The interior includes the inside of all buildings from cellxr to attic, and the contents. The exterior in cludes not only the outside of all buildings, but also, tanks, trestles, stacks, roofs, fireescapes, window ledges, plant yards, roads, parking areas, and storage area*. A "CLEAN" WANT To be "clean** a plant must be reasonably free of controllable dirt, grime, rubbish, garbage; and other material--and in its broadest sense includes the protection of employee health through adequate sanitary facilities, the prevention of occupational diseases, and the protection of the com* munify from air and stream pollution. The Basic Stefs in Accident Prevention latter are special problems which wiO not be discussed here by the speaker. "Orderly'* means to install, store, use or move material, equipment aad machinery in as straight a line as posabfe "bwy economical use of available floor space, so that operations are conducted with maxi mum efficiency and safety aad effort and coeinbaa. Safety men way be mthorn siaeere, eow non aad wypmt. policy. In short this policy should simply state that the executives of your company want a reasonably dean, orderly plant. The policy should be translated into specific orders from executives to operating beads, to foremen, to employees. It is oar experience that initially the operating people consider housekeeping just another chore or job to do because the owners and/or managers want it In the beginning there may be little enthusiasm for this additicml job and it is the wise safety mao wbo will literally get on his soap box aad slowly bat diligently sell all. particularly supervisory personnel oa the value of a clean shop. iay pnaj.am. The next phase in the evolution of the hoosekeeping effort is the development of a program, the spelling oat of who and how the job mat be done. c. A so-afied oU ptam (o*r 3) yean old) with or otthoRN m indilislml sacrosfnl program. <L A comparatively new er <Jd which bad a program bat for a variety of reasons it fell into dis repute. e. A plant which really never had aa effective program. The last phase is the enviable position readied (after many years of patient work oa the part of many individuals) where housekeeping becomes a tradition. You have heard from time to time, the expression-- that in a certain company or corporation "housekeeping is a tradition which started a good many years ago and is being main tained as stroog as ever today." What ever the circumstances, the prin ciples and methods which we must follow to develop and administer the industrial house keeping phase of the accident prevention activity remain unchanged. How should we proceed? INSTILL DESIRE FOR CLEAN PLANT Create and instill in top management the desire for a clean plant. The most ef fective means at your disposal is to make one or more members of top management "housekeeping champions." Every company, small, medium, or large, fortunately has a number of top officials who are instinctively sympathetic to reasonable efforts to clean up their plants and will support your plans. MANAGEMENTS RESPONSIBILITY The steps which management must take to organize and maintain a good house keeping program, can be summarized as follows. Management must-- 1. Tell everybody in the organization-- keep telling them. 2. TeU them why they want housekeep ing--enumerate advantages. 3. Tell them who is responsible for ac complishing it. 4. Tell them how it should be done. 5. Provide necessary equipment and personnel to do the job. 6. Get everyone in the act 'These are the men who will not only react favorably, but will "go to bat" to influence other members oi management on the wisdom and advantage* of good house keeping. You must reach the group by thoroughly selling and enlisting the help of the few m the group who can aid you most. The next step is to persuade manage ment to adopt and publicize a housekeeping 7. Reward them when they are doing a go-..I job: penalize them when they do a ~ -oc job. Before telling you how we followed the seven steps in our own corporation it might be well to repeat a fact with wliich many of us are familiar, namely that about 75 per cent of all manufacturing plants in this country are 25 or more years old. This 23 19S7 National Softly Confess complicates the housekeeping problem and makes it more of a challenge. Many of the older plants enjoy better housekeeping than some of the newer ones which have more space and better facilities. We must remem a. Operating personnel--supervisors, foremen, janitors, laborers--each have a responsibility. Staff personnel also have an obligation to do what they can to promote housekeeping. ber to do the best we can with the facilities available, rather than using lack of modern b. Maintenance personnel--barricades, cleanup during; and after each job. buildings as an excuse not to do anything. c. Safety deportment--training, safety 1. How did we at Rocbiing tell every body, and bow did t keep telling them? meetings, posters, inspections, con tests, and publications. First our formal safety policy was pre 4. How the job should be done. We made pared, published, and distributed. (It con tained strong emphasis on housekeeping.) The vice president in charge of production made certain that all supervisory personnel received copies. It stated, in effect, "that haste slowly. In my experience, even the most enthusiastic management can be over whelmed if you try to get too much done* too quickly. Keep in mind that good house keeping habits are not acquired over night. management wanted a clean plant" It takes years. He freqocntly at manufacturing manager's We ordered all of obsolete material, sur meetings, and m his inspections, reminded plus, scrap from exterior, and interior of diem of the company's desire. All service and staff department heads were notified of the new "party line"--namely, "we're going buildings, removed. Inspections were made and inventory taken in each department, and to give you an idea of what can be hoarded, to have a clean plant." HOUSEKEEPING ADVANTAGES 13 cars of scrap were removed from the plant in the first week of the campaign. A vaeuom cleaning of the walls of our Z At staif meetings of various depart carpenter shop produced two barrels of ments, and in our safety training programs wood flour. for supervision we emphasized advantages as follows: a. Reduction in work injuries. Each foreman was given orders to clean up HU own office and keep it dean, and made responsible for housekeeping in his b. Increase in efficiency--brought about own department. Each foreman was given by easier Sow of materials, and orders to instruct and train Individual em higher productivity. ployees in good housekeeping habits, em c. Improvement m morale of employees phasizing the importance of each man keep --they like to work in an orderly ing his own work area dean. atmosphere d. Sale*--favorable effect on customers. In one particular instance; an im HOUSEKEEPING EQUIPMENT 5. Over a period of years we equipped portant customer visited our plant various departments with: (after our program was in progress) a. Vacuum cleaners, power floor scrap and then increased his purchases from 15 per cent to 30 per cent of his needs because he was so favorably impressed by the orderliness he saw. e. Community relations--one of the best avenues to winning and holding the esteem of the community is by hav ing the plant pleasing to the eye. f. Labor relations--reduction in em ers,- power floor sweepers; however, in the hard to get places we still use considerable hand sweeping. b. Aisle markers. One plant uses com pressed air aisle paint markers. One plant uses gravity fed paint aisle markers, and another plant uses plastic discs, which are nailed and cemented to the floor. ployee complaints and grievances. a Use of mineral absorbent on floors, g. Fire losses minimized. and elimination of the use of saw 3. Who is responsible? We placed re dust, where oil and grease is spilled sponsibility on-- or splashed. ` 24 Basic Stefs in Accident Prevention d. Outdoor storage bins lor scrap, chips from machines, etc., were installed. e. Central bundling area for scrap was set up. f. Distinctively painted rubbish and scrap cans were furnished. S- Incinerators were constructed where needed. h. We reviewed our toilet, washrooms, showers and facilities, and developed a long range program of moderniza tion of same. i. Oily waste receptacles were provided. ). Lighting facilities were reviewed, and still being reviewed, with im provements being made where nec essary. k, Exhaust ventilation was provided at processes requiring same. [ Bulletin boards were installed and traffic warning signs were repainted on the exterior and interior of the plant. STRESSED COOPERATION 6, All of our promotion, all of our pub licity, and all of our training stresses the notion that housekeeping is something that is accomplished by having everyone do his 'hare. 7. Reward system. We do not have formal housekeeping contests, and do not favor awarding "booby prizes" to depart ments with poor housekeeping. We find a word of praise from a top executive, a customer, or a visitor is sweet music to our operating people. However, we are now considering initiating a contest in our pres ent program. A schedule of sweeping and scrubbing doors, of collecting and removing scrap and rubbish, ot cleaning walls and machinery, of washing windows, and cleaning lights, or w-ahinc. amtiztns. and deodorizing toilet- rooms, washrooms, and locker rooms must be worked out on a trial and error basis. The cleaning job must be tailored to fit the needs and requirements of variable conditions in different departments, and in dissimilar plants and industries. We must set a housekeeping standard for ourselves--how ? We must select the best plants in our industry and make it our ob jective to establish as good a reputation for housekeeping as they enjoy. Eventually we should excel to the point that other com panies will use our plants as models for their housekeeping program. Here are some of the attitudes which re tard progress in housekeeping. t. We must guard against objections of operating people that lade of space makes housekeeping impossible. 2. We must not permit oursdves to blame poor housekeeping conditions entirely on employees or employee's bad habits. 3. We must refute the quaint, but out moded, notion that a dirty plant is a barometer of good business because onlv busy plants are dirty. Surpris ingly, there are still a number of people who believe this. <1. Last, but not least, we must con stantly debunk the notion the house keeping costs too much money. After developing a housekeeping program we must not relax our efforts, just as other elements in the safety effort require constant repetitive attention, so also does house keeping. In short we must not only get the plant clean and orderly, keep it clean and orderly, but most important of all we must not let the housekeeping program take a backward step. That would be fatal--be cause while the climb to success in house keeping is a tong hard one. the road back to industrial squalor is a quick easy one.A INITIATING AND MAINTAINING INTEREST IN SAFETY by E. CLARK WOODWARD director of safety, A. O. Smith Corp., Milwaukee, Wit. Initiating and maintaining interest in safety is a broad subject and can be dis cussed for hours. Therefore, let's consider this problem in its simplest terms. Initiat ing and maintaining interest in safety is essentially a selling job. Selling safety is no different from selling any tangible product so far as selling prin ciples are concerned. Too often we think that selling "intangibles" is more difficult than selling washing machines or refrigera tors or stoves or lawn mowers. Actually, the principles are the same. AH we have to do is change the name of the product from "lawn mowers" to "safety." If you really want to sell safety and keep it sold, I advise you to get ahold of the sales manual of any large appliance manu facturer or read any good book on how to sell merchandise, just change the words around a little bit in your mind and see for yourself how well the principles apply to selling safety or, tn our case, to initiating and maintaining interest in safety. KNOW YOUR PRODUCT Before you can sell any article you must know that article thoroughly. Suppose you were selling washing machines. You would be expected to know your brand of wash ing machines thoroughly. You would be coached in all the workings of the machine. You would have to team all of its many advantages to the user. To be a good sales man, you would have to be proficient in your knowledge of what benefits your device would bring to the prospect. On the other hand, you would have to learn all the objections which might be raised by a prospect in the course of making a sale, in other words, you cannot wait until you get in the customer's home before you think of the answers to the prospect's doubts in regard to your product. You must know the answers beforehand and be ready to answer them. All this is true about selling safety. You 26 must know and be completely sold on the advantages safety brings to the employee. You must know tn advance and be ready to answer the usual objections which are raised by most people before they accept safety as a part of their way of living. If you are selling the idea of wearing safety glasses, you must be ready In advance to answer the argument that the prospect thinks safety glasses are too heavy, etc WHY PEOPLE BUY People buy safety for the same basic reasons that people buy washing machines. In order to complete a sale, certain require ments must be met Alt of us have common desires. The psy chologist can outline them to you and they wtU include such motivations as a desire to live; desire for profit, desire for prestige, desire to compete, and quite a few other natural inclinations. The sales manuals will tell you that we all have these basic desires. However, we have then to varying de grees. One man has a greater desire for profit than another. Another man is greatly in need of feeling superior to his fellow men; and so it goes. A sale is made when the salesman is able to play upon human desires and convince the prospect that the thing he desires is actually a "need." Once that is accomplished, the prospect feels his desire is justified and he will buy what you have to sell. My wife wanted an electric dishwasher for many yean. We raised three children and managed to get along all those years without an electric dishwasher. However, after all of our children were married and had left our home I suddoily learned that my wife "needed" an electric dishwasher. She absolutely had to have it I I attempted to argue the point I said. "All the kids hare left home and you only have dishes for the two of us. Why should you have a dishwasher?" Basic Steps in Accident Prevention "Because," my loving wife replied, "I toft my dishwashers when the girls got married." that he will be able to devote his energies to his work without danger to his life and health. I didn't have a chance to overcome that argument. Some salesman had persuaded ber that her desire for an electric dish washer was now a real need You know what happened. We have a very beautiful dishwasher In oor borne. "Only tmder such circumstances can the association between employee and employer be mutually profitable and harmonious. It is our desire and inten tion to provide a safe work place, safe equipment, proper materials, and to es KNOW YOU* PROSPECT N'ot all people buy products or buy safety for the same reasons. As I said before, we may all have the same basic desires to varying degrees. But. certain desires win be stronger and therefore, the mo<t logical for the salesman to work on, depending upon oar position in life Thus, the appeals that are effective with top management will not mean much to a bthe hand or a sweeper is tablish and insist upon safe methods and practices at all times. It is a biric responsibility of all those carrying executive authority to make the safety of human beings a part of their daily, hourly concern. This re sponsibility must be accepted by each one who conducts the affairs of the A. O. Senjxh corporation, no matter in what capacity he may function." the factory. By the same token, we camot AWARDS SAFETY TROPHY me the same appeal* to top managemsd or middle management, or the foreran as wc use for the people in the lower echefcm In addition, our President awards a beau tiful bronze trophy each year to that divi sion which makes the greatest contribution In oor company we make definite efforts toward accident prevention in our corporato appeal to the desires and needs of every tKA. That device inspires competition and level and we use definite devices for the has proved effective. purpose. By the same token, we devise special ap In order to seO top management, we de peals to the saff organization such as engi vote considerable effort to getting the facts neering, time study and purchasing In our and presenting them properly to show that tramaag programs for executives we attempt accident prevention b good ecnoceny. that to point oat. in keeping with our President's it increases efficiency, and that rt is a meas philosophy, bow cadi specialist Is concerned ure of good Dnaaceneit ggacrafly. To do with accident prevention and how the pre- w, we tare even published special booklets verrtioo of accidents will benefit his func in which wc have darted. souseabac dra tion. matically, the savings made m car company One superintendents, general foremen and through aeddent prevention and have pointed foremen ire also approached with a know out the need to continue our efforts in bring ing down our frequency rate year after year. As a result of that kind of selling and the resulting "buying" by our manage ledge of their desires and needs. We carry on certain campaigns and programs which bring tbc line supervisors into the act in various ways. Sometimes we have the su ment, they have taken certain steps which pervisor show movies. In some campaigns help us to sell safety to the levels of the they all wear lapel buttons and ribbons, or organization below them. This, of course, they may utilize yellow Hags to mark haz is a necessity in selling safety. The top ard*. and we often supply them outlines for management must be sold and must make it brief safety talks. We try to keep then alt evident to one and all that they are sold. active by providing selling material for As a positive indication of such attitude, them to use our president issued the following statement of policy: "When a man enters the employ of A. O, Smith, he has a right to expect that he wilt be provided with a proper place in which to work, proper machines and tools with which to do his job, and MAKE IT POSITIVE Safety Is inherently a negative subject It is a silly business in some respects. The harder you work to prevent accidents, the less happens. We safety people must al ways be striving to work ourselves out of a job. Perhaps the day will come when some- 27 1957 National Safety Congress one in my company decides they do not need me anymore because "we don't have any accidents around here." Seriously however, good selling should be positive rather than negative. Human beings do not respond as well to negative appeals such as (ear of punishment or threats to their well-being as they do to more positive approaches. If you show a man a gruesome picture resulting from an accident, he is instinctively inclined to think "it won't happen to me." On the other hand, if you show him happy and favorable re* suits of working safety, he is more inclined to think "that will happen to me," We have tried out this theory in many ways including a series of monthly safety posters which are carried throughout a calendar year. The whole thought of the campaign lay in the idea that there are many enjoyable activities in life. We want our people to enjoy those things. However, the employee cannot enjoy them tf he gets hurt Following this theme, we have issued color ful cartoon posters of many seasonal activi ties such as swimming, fishing, skating. picnics, traveling, card playing, bowling and golfing with the repeated advice that "You can't do these things if you get hurt." We found the campaign very effective and we think the answer ties in the fact that it was positive. My argument is not complicated. Put in its simplest terms, I am convinced that every salesman of safety should study th* basic requirements for selling any product. Let's forget the idea that safety is intangible and devote our efforts in making the "prod uct" we have to sell a tangible, real and posi tive thing in the mind of our prospects. Let's be sure we know our product, its advantages and the arguments against it. Let's try to understand the desires and needs of human beings in a realistic sense and to understand how those desires vary between groups in different levels of our organization. With that knowledge in mind, let's go to work to accentuate the positive and to build an alt-around selling campaign that will bring results because it's built on a knowledge of what it takes to make a man buy safety as his way of life.A. JOB SAFETY ANALYSIS AND PRE-PLACEMENT PHYSICAL EXAMINATIONS by WILLIAM E. GKUIER manager, engineering dept.. Standard Accident Insurance Co., Detroit, Mich. Of all of the fundamentals of accident prevention that have been taught and applied this subject, and in particular job safety analysis, has perhaps received the least usage in industry even in the targe corporations. Pre-placement physical examination pro grams are fairly common in industry but there are still many small manufacturing organizations that have not realized their value. .fob safety analysts is often confused with plain job analysis or job specifications-- actually it has different purposes and differ ent aspects. The similarity exists in that both are aimed at achieving efficient production. .lob safety analysis has four major objec tives* t. To establish a written break-down of a job that cut be used for train ing workers to do their job safely. 2. To analyze a job for the purpose of determining the hazards with the view of possible elimination of these hazards. 3. To determine the tools and equip ment that are necessary for safe operation. 4. To establish a basis that can be used in connection with proper selection and placonent of employees. It is this objective that we are primarily concerned with here. Basie Steps in Accident Prevention JOI SAFETY ANALYSIS The following is a suggested method to be used in making the job safety analysts: 1. First, select the jobs for study with priority given to those which present the greatest hazard either from the standpoint of catastrophe possibili ties, severeness or those which have the most exposure in terms of num ber of persons, length of the job, etc. 2. Divide the job into its compooents so that the analysis can become simpli fied. If the'component is too large the analysis may become too com plicated and thereby confused. J. Analyze each component by first ob taining details of the operation either by observation or from a regular systems analysis and by discussion with the person who plans or super vises the job. You should then record all of the details of the opera tion and it may be advisable to use line drawings in some cases. Fmalty it is necessary to analyze each of the problems of movement as they relate (1) to the person who works on the job and the various materials and and equipment (2) the adequacy of clearance between moving and fixed objects (3) any mechanical means that cam be considered for use in place of manual operations when it is possible and practical to do so. KNOW JOB REQUIREMENTS If the analysis is being made primarily to place personnel then It is necessary to ob tain additional information about the phyno] requirements of the job such as the amount and kind of lifting, whether pro longed sitting or standing is required, the use of general and specific functions, the vision requirements, etc. As a result of the conclusions reached in your analysis you may wish to make certain recommendations for the correction or con trol of the various hazards noted such as the alteration of the existing operation, the substitution of less toxic chemicals or less hazardous equipment or the provision of personal protective equipment. Pre-placement physical examinations are used for the. purpose of determining the physical abilities of prospective employees so that they can be related to the demands of the job in such a manner that the em ployee will be able to do the job safely--so that he will not endanger himself or others. There are numerous benefits to be derived from the use of a good placement program. A few of the more important benefits are: 1. A reduction in the number of acci dents. 2. Improved labor relations. 3. Improved job placement. 4. Economic benefits for both the em ployer and the employee. There is a popular misconception as to the purpose of a physical examination program. Some people believe that it is used for de termining the physical defects of an em ployee so that he can be rejected from em ployment. Actually this is not the case. Modem management has adopted a positive approach and is actually seeking a means for employing people who, years ago, were considered unemployable. PROPER PLACEMENT POSSIBLE To do this it is necessary to have excel lent coordination between the personnel mas and the industrial physician so that to gether they will come up with a concept of the man's psychological and physiological abilities to compare with the skills and re quirements of the job. In this way the man will be in a good position to do his job well. The physical examination program may be very simple or very complex depending on the needs and the facilities that are avail able. Every concern should find it possible to conduct a program regardless of whether or not they have a personnel department or a medical department. The average indus trial physician, with a little training and a working knowledge of the operations being conducted in the specific plant can perform a valuable service. Of course, to do even a better job a proper analysis of each job should be made to determine the physical requirements that are applicable such as the amount of lift ing, use of fingers and other body functions as outlined earlier in this presentations^ 29 PRACTICAL SAFETY EDUCATION AND TRAINING by ROBERT 0. REEVE administrative supervisor, safety services dept-, Allis-Chalmers Manufacturing Co., Milwaukee. WU. Before we discuss these factors, it would be well to explain what we mean by the terms "education" and "training." For con venience; we shall define education as the broad process of effecting behavior by ap pealing to individuals and groups through general approaches with the intent of setting them on our safety philosophy. Training, however, appears to be the proc ess of giving our people definite experiences that will cause them to develop, to stamp in. habits of working safely. For example, our children are "educated'* to a liking for a certain breakfast cereal by watching their cowboy hero favor it: but their final at titude is developed when they actually try it themselves. .Vow it's obvious that cither negative or positive attitude* may develop toward any proposal or program. Hence, it is necessary that we tailor oor program to produce posi tive attitude*, just as the salesman presents his wares in the manner best calculated to ?ct the customer's name on the order blank. HUMAN FAILINGS=ACOOENT5 This, one would think, ought to be easy to do. The benefits of working safely are obvious to us; but apparently much less so to the average employee. In fact, with a little observation it can be seen that, white we have improved machines, processes, and guarding, installed conveyors, and eliminated bdts and nip points we are stall having too many accidents. In a big majority of the cases these accidents arc found to be caused by the unsafe acts of individuals. Accordingly, cnir problem boils down in the main to the motivation of individual safe behavior. Hers is a real challenge! It doesn't appear within the realm of human nature to want to be safe: in faet, if you observe many automobile drivers, you will be impressed with their apparent desire to commit suidde. The worker on the job displays some of the same tendencies. But the picture isn't quite thae dark. It is possible to rc-edocatc people, to convince them factually, to enlist than in a cause that impresses them as bang worth their time and effort. Onr job is to determine how. This, then, becomes a campaign plan. There are many tools available. Let's took than over. MANAGEMENT ATTITUDE First, it's basic to any good safety pro gram to have management "sold'* on it. That's a big area, and we most here assume that this has been accomplished. The fact that you're on the payroll is some indica tion. _ It helps greatly to have a safety policy-- written, and openly sspportcd by top man agement Management can aad should be brought into the educational program: via personal appearances at meetings; safety talks, letters to homes and articles in company publica tions. By the way, that's good education in two ways, of management as well as employees. Then don't forget that management must be kept informed of company progress via reports such as this Executive Report: of developments in the field by publications and invitations to conferences. You can't expect supervisors and employees to be vitally interested in safety if management ts not. SUPERVISORY PROGRAM Now let's look at the supervisor. He is the key nan in safety, production, quality control, and employee morale. He is not necessarily a specialist in all these fields, but he an be made soffiaently well-versed to do a good job. First, he too must be "sold" oo safety, just as top managonoit must. To measure his interest--observe him in action. His employees will. Doe* he cut corners on safe procedures, pass up hazards for convenience, wear safety equipment, talk safety with SO Basie Stefs m Accident Prevention *al? People raise these things, and it's up to u* to get the supervisor to the positive stage. EMPLOYEE TRAINING Now the suggestions made to this point have been building up toward one main ob To do so we use foreman's safety ses jective--to make the employee what we sions. Here we wilt cover topics from philosophy to specific.programs. These ses sions should give him a chance to par ticipate, discuss, question, relate experiences. Frequently, the supervisor* severest critic is another supervisor or himself. Second, publications such as our Safety Highlights may be a valuable mode of com choose to call "safety-conscious," that is, to effect his attitudes and behavior on the job. Let me point out that the degree to which you have been successful in selling manage ment and supervision on safety will have a marked effect on the employee. It's sort of contagious--in either the positive or nega tive direction. munication. But we have many jmts of attack in Case reports issued as Accident Digests this area of employee motivation or educa or APB's which describe cases that have tion. happened. This gives the foranan a chance to appraise his own area for similar haz ards. First, the general approach--sort of a broadside attack. Here we use posters, publications such as the company house Accident investigations with analysis of organ, handouts, movies, contests, radio and cause* and steps to prevent recurrence give TV programs. Unfortunately, there are no a good ground for his actions. accurate ways to evaluate the effects of Job safety breakdowns to locate job haz ards and to set up safe operating procedures. Safety inspections, in the foromn's pres ence, not only evaluate hazard* of hi* de partment, but also give him the basts for his own inspections. Analysis of suggestions and grievances may help him find dues for unsafe spots or hazards. these programs on employee attitudes. We only hope they correlate with lower rate* and costs. The second approach may more accurately be termed actual "safety training," and time spent in these anas pays off in changes in employee attitudes that can be observed and measured with some degree of accuracy. 1. New employee orientation. Statistical analyse*, such a% accident sum maries. trend indicators, and cost break downs give the foreman ammunition for an General--held at the employment office, this period is spent outlining policies and general safe practices. attack on hazard areas and can improve ` Supervisory--actual instruction in the production and lower costs. safe operation of a specific job, pointing The safety department can supply the supervisor with: 1. Materials for employee safety talks (cases or National Safety Council material). 2. Accident breakdowns for trends and clues. S. Services such as protective equipment and liaison with medical and compen sation departments. out hazards and methods of work. This includes showing, observing, and fol low-up. Note: In plants fortunate enough to have a setup utilizing "Vestibule" training, safe practices are made an integral part of job instruction and training. 2, Supervisory contacts. Again the key man in production is the key safety instructor. Inspection of work areas, and instruction and insistence 4. Standard and safe operating pro cm proper housekeeping produce positive cedures. employee attitudes. Observation of work And finally, the safety man can be an open "ear" for the foranan to cry into, to , habits with instruction in safe practices insures employee compliance. consult oo problems or new ideas. If you Five minute safety talks (at least three give him enough chance, hell make him daily in our plant) keep the employee In self a part-owner in your safety program. formed and motivated to better efforts. 31 1957 National Safety Congress Crew "tailgate sessions'* should be led by the foreman (or lead crewman if trained and properly prepared). The foreman may find job safety analy' sis a good technique in locating hazards and bringing them to the attention of employe. Safety manuals, standards, and other published procedures front a good basis for furtmin rmpinycc discussions. Let me emphawre that if I had the choice of cstly case means of employee contact--this would be it! By virtue of bis position, the supervisor is the most effective means of motivating safe work attitudes. COMMITTEEMAN TECHNIQUE This technique follows the idea of en listing employee* directly in the program, .lust a title has little value; a fmcrion should be included. Our committeemen arc rotated at four-month intervals. and ap pointees are given four boors of prefcmnaiy training in basic accident prevention before their term begins. Monthly meetings dur ing their term as cotxsnirteemen give farther opportunity for discussion of cases, inspec tions. etc. Amtxxncg -ntAixitrc Apprentices follow a prescribed course, and safety should be made an important dement. Our apprentices bold monthly safety meetings over their four year course, and they have compiled a fine record of aeddot-free work over the years. Also, they become good supervisory material with an excellent grounding in safety. Homs AtnoACM The approach through home influence is a separate category. We nay not think ot it as bet it it a fact that an in formed family user well contribute toward making the breadwsener safety-conscious While modi of tins eJsutiie material will concern off-tbe-jofe safety, it will relate to die devdopraem ot attitude. which is our baue ctiseern. One fbal work of caatsoa. With feu* exceptions. traming procedures must be tailored .to fit the individual organization. Don't try to Npuiuipjw another program os your people. Sabairute your plant ex- penence*. cases, organizational peculiarities, make n your own Sh Volume 4 CEMENT & QUARRY INDUSTRIES 2JUZSM NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AV*,, CHICAGO, *- BUM Transaction* of the MSth National Safety Congress (October 21-25,1957, Chicago, III.) NATIONAL SAFETY COUNCIL . 425 N. MICHIGAN AVENUK. CHICAGO 11. ILLINOIS CONTENTS Fatalities in the Cement, Quarry and Mineral Aggregates Industries............................................ . , , , . .Arvid Ticnsen 4 Safety Discipline.........................................................................................Carl Heinlcie 7 Officers .................................................................................................................,........... .. if LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 15,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safety. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which ts bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--50 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings Have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Ceocress or in any volume of Current Safety Topics are those of the Gnsrcri participants, and not necessarily those of the National Safety Council. CEMENT AND QUARRY INDUSTRIES Tbt* volume is a record of the sessions held at the 1957 National Safety Coegress by the Cement and Quarry Section. The conduct of these Congress scs-ttees each year is only one of the many co-operative activities which the f*wrM-rft aod Quarry Section carries on in behalf of its menbers, and for the benefit of accident prevention work in cement and quarry industries generally. The section gives guidance in the preparation of a great variety of technical and education material useful in the day-to-day safety programs of cement and quarry companies. The activities of the section are under the direction of its executive committee, the members of which are listed at the close of this volume. 3 FATALITIES IN THE CEMENT, QUARRY AND MINERAL AGGREGATES INDUSTRIES by ARVID HENSON safety director. Material Service Corp., Lyons, 1(1. Since reviewing these cases ! certainly have a greater awareness of "lessons to be learned from fatalities.'* Let u* now look together at a number of typical case his tories to bring more sharply into focus, the "lessons'* most of us know and on occasion forget you CAN "DROWN" IN SOLIDS A relief man and a roll tender were found suffocated in a gypsum bin. On a routine cheek the foreman noted the em ployees' absence .from their jobs. The hop per bottom of the bin was finally cut away disclosing the suffocated men. A safety lifeline provided for the employees' use while in the bin was not used. A long blow rod for barring the gypsum also lay un touched. We have, in this case, an interesting side light. One of the two employees had been to ihe doctor two day's before complaining of recurrent headaches and dizzy spells dur ing the past year. The plant safety rules called for wearing a life belt when entering a storage bin or silo. Another point--the need for entering the but at the time was Questionable since a car of gypsum was being unloaded into the tank directly feeding the mill How. A new sheave. life line and belt, portable working platform and additional safety walkways were installed to prevent a similar occurrence. Also under consideration is a new steel bin which would eliminate the necessity of barring material. Management is insisting that supervisors properly instruct thrir employees of the hazards in their jobs. Also that they maintain strict compliance on the part of employees in the use of the safety belts. A truck driver employed three months with a company was clanging a screen doth. The bulb in the lead light caused a short involving the screen and electrocuting the employee. 110 volt* can kill particularly with moisture or water present. Under the 4 proper conditions as little as 30 or 35 volts can cause death. I understand that a transformer outlet is on the market that reduces the UO volts to six or 12 volts for use in lead lights to prevent such an accident In another case there was a transformer bank that steps down 4,160 volts to 480 volts with an inadequate wooden fence guard about four feet high. There were two water valves within the enclosure. It had been standard procedure to cover the valves with straw and manure each fall to present them from freezing. The employee who was tailed was told several times not to enter the enclosure under any circumstances. However, he did. This individual had personal problems. Des pite warnings he did not understand the ex tent of or heed the electrical hazard present. A much safer enclosure for the same transformer bank is a cyclone fence with barbed wire and a locked gate. The key is in the possession of the electrical depart ment. No one is allowed to enter the en closure unless it has been de-energized. The water valves have been removed. CHECK you* ELECTRICAL GROUNDS A laborer employed eight years, but at his present job for five months was electrocuted. The victim grasped the handrail and stepped on motor base hold down bolt charged with 2,400 volts by "floating ground." Wye minutes after reporting for work, the vietim was found lying on the floor beside wooden platform next to tube mill motor. His pulse was weak and because it was as sumed he had fallen and might be injured internally, he was not moved. Within 10 minutes his pulse had stopped. Then it was determined from burns on his left foot and right wrist that the victim had been electrocuted. Meanwhile, an at tempt to start raw mill caused oil switch to explode. Chief electrician's investigation J | \ f j 1 Cement and Quarry Industries disclosed a "floating ground" in starter which cause the motor to ground to frame. Tube mill motor base was grounded the following morning with 2/0 wire and all other installations were checked for grounds. All electrically operated equipment should be so checked regularly by qualified person nel and methods. COVER FLOOR OPENINGS A machinist employed 33 years was killed when he fell 20 feet through a floor open ing The victim and fellow employee* were installing equipment in a new raw storage building being erected by an outside con tractor. The opening in the floor for the motor base to be installed next to the top of the new elevator had been covered with planks. Six feet away a section of the floor grat ing had been removed to make hoist open ing. It too, had been covered with planks but two of the three planks had been re moved by contractors and placed beside a 30 inch by six foot opening. As the victim and a helper started to carry the first plank from the motor base opening, the victim either tumbled or tripped and pitched head first through the floor opening. All floor openings should be either cov ered or barricaded whether m a permanent plant or during construction. When it is necessary to have plant men work in the same arc* with outside construction men it is always wrceyjary to take extra precau tions. Outside contractors should be re quired to comply with plant safety rules. MOVING MACHINERY ACCIDENT We have here what I consider a typical type of moving machinery accident. See what you believe was the principal cause of this fatality. The deceased, age 22, had been employed as a floor and car sweeper nine months prior to the accident and one month later transferred to a helper in the super hydrate department. During the course of employment this man worked three different shifts under three different foremen. The deceased at the tune of the accident was taking an hourly lime sample. Using a gloved hand he dipped the can below a revolving cooler shaft to collect a sample The glove caught on one of the bolt heads of the shaft The employee was unable to free himself and was pulled head first through a small Hd opening and into cooler chamber. Because his neck was broken, it was as sumed that his head hit the cooler casing. The limp body was then pulled feet first down into surge tank bucket elevator beat a distance of six feet. One of the buckets caught his foot and dragged him to the top of the 50 foot elevator. The drag caused the machinery to overload and it stopped. After searching for the victim and the source of trouble his body was finally lo cated. Welders were summoned to cut into shaft and remove the body. Two hours before the acrideit this employee had a "quarrel" with his wife who had bees living with another man. HAZARDS ELIMINATED Why did this particular accident occur? Was it because of his personal problems, the protruding bolt, wearing gloves, new on the job, not properly trained, because the opening was too large, the work procedure unsafe or sampling was at an improper lo cation or while machinery is moving? These hazards were eliminated as follows: 1. Future samples will be taken through a four inch by six inch opening at the base of the chamber away from all moving parts. 2. The cooler shaft has been covered to prevent clothing from catching on protrud ing bolts, even though a regulation exists prohibiting any one to put an arm into chamber. 3. Job instruction including integrated safety measures have been drawn up more definitely. This is a continuous program to be developed for all jobs. A shovel operator, aged 30, employed seven months and at present job nine weeks, was struck by falling materiaL He sustaiaed crushing injuries resulting in death. FALL OF MATERIALS The victim was loading stone into trucks with electric shovel oear a quarry face where blast had been shot two days pre viously. Middle 20 feet of 60 feet face was Approximately perpendicular. Loose rock from this section tumbled in a 40 foot arc striking and crushing the comer of the operator's cab. S 195/ National Safety Congress The victim was pinned in the cab and could be released only after twisted metal was cut away. He died three hour* later. Report states that the quarry supervisor was distrustful of dangerous face and had in structed the victim to move his shovel away just 15 minute* before rocks fell. He should have worked in another part of quarry until unsafe conditions were corrected. The de ceased was well instructed in safety. Al though this man was safety conscious, hi* desire to be an efficient operator resulted in safety becoming secondary* Was it lack of job experience or not fol lowing instructions? Did the supervisor fail in his responsibility by not insisting that the shovel move immediately? Was the face inspected after blasting? FOUR HORSEMEN CAUSE ACCIDENTS Now t would like to make a few obser vations on not only the half a dozen fatal!tics mauioned above but also on my impres sions after reviewing a number of deaths in our industries. < More than 80 per cent of all fatalities m industries represented by our section are caused by the Four Horsemen as publicized by the P GA. They are High Places, Elec tricity, Moving Machinery and Haulage* In other words wc know where to expend our efforts to do the most good. Apparently the greatest single "killer" in * -r industry is asphyxiation by solids that are in a fairlv divided form, due to falls or slides of materials. Sand, cement, gypsum, sand, slag; any one may be die "culprit" The construction and maintenance of our buildings, equipment and quarries is such that high place hazards are the rule rather than the exception. Heavy mobile equipment are all over the place. We have probably the highest ratio of varied heavy mobile equipment per em ployee of any industrial section in the council. HIGH VOLTAGES HAZARDOUS It is also obvious that the accident involv ing electricity is common. Why? We use high voltages through out our operations under the most adverse conditions both in use and abuse by our men and the weather conditions. Our maintenance standards and abuse of electrical equipment as an industry would horrify some other sections. Many of the fatalities that occurred in volved inexperienced men on the particular job. Tn the majority of the eases reviewed, some company safety rule was being violated by the victim. The review of these cases indicated that Erst tine supervision in many instances were not doing their job. SAFETY SUGGESTIONS We know in what areas of our operations most of our fatalities occur. We know that inexperience is a large factor. We know that safety rules are not complied with and/or not enforced. We know that first line supervision on occasion are not doing what they are paid for. We know that we have a personnel problem. W< know that our training program is inadequate. So what do we have to do? Here are a few suggestions that should be a basic part of any safety program in our industry if we are to save additional lives. 1. The establishment and enforcement of baste safety rules is necessary and must re ceive full support from top management. This should be a condition of employment. 2. New employees should be instructed as to the hazard* of his job and follow the safe procedures outlined by his foreman. Every foreman must instruct new employees on the huanli at the jobs before they are permitted to start work. Wherever possible specific safe job procedures should be Worked out. 3. The use of personal protective equip ment is essential. For example the use of the safety belt alone would prevent almost all suffocation deaths and many falls. They protect the car dropper and the electrician. Another example--the hard hat to protect against falling material and equipment. There have been a number of drowning cases where employees mast work over water. However, the use of personal protective equipment must be enforced. Only a 100 Per cent program is effective. First, only electricians or trained person* nel are to do electrical work. Secondly, have an adequate grounding program for all electrical equipment ineluding portable electric tools. i ' ] Cement and Quarry Industries Third, have periodic inspection and test ing of all electrical equipment parts of ade quate ground and other defects. Finally, use lockout procedures and work on de-energized equipment whenever possi ble. Adequate guarding of all "nip points" is obviously essential. On maintenance the use of lockout also must be an integral part of the job procedure Guards must bereplaced before machinery is started up again. HAULAGE Here the use of proper work procedures well understood by engineers, drivers, switchmen, and everyone else involved is most important. Unauthorized riders or rid ing on the outside of vehicles should be prohibited. Suitable warning* by horn, bells or other Mgnals should be given whenever movement occurs particularly while backing. Almost invariably there is more than one factor in the chain of events involved in a given accident In most instances the par ticular accident would not have occurred if one link, one protective measure had broken the chain of unsafe practices. We notice that m a number of case* there was a factor of emotional distress due to personal probtems at home or to illness. We also note that there is not too much correla tion between accidents and degree of injury. Why ? I believe it is because the sample (the number of fatalities) is not, fortu nately, large enough. How often do we say or ask ourselves this question after an accident that did not result m death; "but for the grace of Cod that employee would have been killed." Not until we ask ourselves that question after every accident no matter how minor, will we give fatalities their true statistical mean ing. Not until we take the same corrective action on each accident that could have killed as we do with an actual fatality, will we benefit in any large measure from "lessons to be Learned From Fatalities.".*^ SAFETY DISCIPLINE by CARL HEINICKE *y engineer. Electromotive Corp., L Grange, W* j -Li* penalty lay-off for not wear ing a hard v-w z<*<d safety discipline? Is a -here day et-puR-jen for wearing unsafe izr^A ba^p^el aa <r**aimng safety discipline? ! it brtwr so ckxe your eves to what is happmg than to face the fact that dis-spboe eaesect be made to "stick?" These vwwo* see ufced every day, not only by aier* tweead. ta also by other members csaaacrwwss and by labor itself. U</ of ooeftmon results from the u* of t&e weed dueiftmr. To some people lisopboc r* psssEoxnL to ^ others it is trauemg If a onfard definition for dis- apla* esa be wed, nxt of the problems we face can be tohred without too much diffi culty Wcbttcr desses discipline in this manner: "Teaching or instruction; that which is taught to pupils; training which corrects. molds, strengthens, or perfects; punishment or chastisement; control gained by enforc ing obedience or order as in a school or jimy, hence, conduct as troops noted for their discipline; rule or system of rules affecting conduct or action--to develop by instruction and exercise, to train for self control or obedience to given standards; to chastise or punish: to train or drill." Two of these definitions are especially appropriate; mainly, "training which cor rects, molds, strengthens, or perfects," and "rule or system of rules affecting conduct or action." Using these definitions then, we can say safety discipline is a system of rules affect ing conduct or action which involves train ing to correct, mold, strengthen, and perfect In the production concept of this definition, safety discipline is die organized safety 1957 National Safety Congress Cement and Quarry Industries program in any plant. Good safety discipline conditions. The staff of safety engineers therefore, depends on a good, well-organized and inspectors should be sufficiently large ;( supervisor few job training. In turn, the contact with employees. Each superinten supervisor should review with him thor dent should bold meetings with his foremen safety program. to cover all operations. oughly the safety measures of the particular at least once a month to review safety con General Motors recognizes this problem Good safety discipline does not originate job before he starts to work. Subsequently, ditions. general policies and specific situa and as a corporation set up seven basic in the safety department. However sound, the employee should be followed-up closely tions. Foremen should take the initiative in principles for safe plant operation. These reasonable, logical rules of conduct from a to make sore that he understands and is making a success of the safety program in seven principles are: safety view-point must be suggested and carrying out the safety instructions appli their own departments. --Provide active top management support --Maintain adequate safety personnel --Develop safety instructions for every job --Instruct each new employee recommended by this group. If the rules are illogical, hard to administer, and difficult to maintain, good safety discipline will be difficult to maintain. On the other hand, the safety department is not the police force but the watch dog of safety discipline. cable to his job. As a part of this effort they should talk ) This follow-up should not be entrusted to about safety to two employees daily for at anyone, but should be carried out by the least five minutes each. Good plant safety supervisor who at the same time watches discipline does not originate with the su the new employee for a period up to IS pervisor, but depends upon the supervisor's minutes before talking to him. This enables success in his day to day contacts with em --Operate through supervision It should not be the responsibility of the the supervisor to determine bad or poor ployees. The five minute daily talks are the --Make every employee safety-minded safety department to see to it that proper habits which the employee may have devel key to this success. If the talks are used to - 'Extend efforts beyond the plant. Let us examine each of these principles so the light of our definition for safety disci pline and see how they apply. NEED ORGANIZED PROGRAM A good safety record is clear evidence of good management. Accordingly, General Managers and other top division and plant executive* will make safety their responsi bility by maintaining a comprehensive safety program at all times, meeting with key supervisory personnel at teast once a month to review safety, taking any action neces sary to improve safety conditions. In thus giving its concrete support, management will Imbue the entire organization with a con tinuing zeal for safety. Safety discipline necessarily must start with the top echelon of the organization. These are the men who must decide whether the rules of conduct from a safety stand point are the rules which they will support and enforce. For instance, if the rule states, that hard hats are to be worn in certain areas, then unless the men at this level of the organiza tion war hard hats in those areas, the rule will be frequently broken, and there will be poor safety discipline. The same, is true of the wearing of safety shoes, wearing of eye protection, rules and regulations covering the operation of machinery. Good safety discipline must start at the top. Each plant should have sufficient, welltrained personnel to insure continuous careful attention to safety. A qualified man should eye protection is worn or that proper cloth ing is worn, but on the other hand, when those conditions are noticed by safety per sonnel, the supervisor in the area should be notified. If the conditions are repeatedly no ticed in the same area, then the safety per sonnel must refer the problem to higher supervision. Calling the attention of the supervisory organization in an instructive manner to the discrcpcndes in the manner in which safety discipline is carried out is one of the principle responsibilities of the safety de partment. Safety rules and instructions as to safe practices should be set down in written form covering each job in the plant. This material should be used as a basis for safety instruction of new employees and of em ployees transferred to new jobs. INSTRUCT NEW EMPLOYEE The purpose of writing rules and instruc tions for each job is so that all of the em ployees will receive Die same instructions; at least the supervisor will have some writ ten material rather than depending on his memory. Supervisors have a lot of things to remember and an important safety in struction might be over-looked if the rules were not written. Since it would be impossible to write a complete set of instructions covering every phase of every job, these written instructions serve the supervisor as a guide and a rule of thumb for those operations which are not specifically spelled out. oped and also gives the supervisor an op reprimand an employee, they will fall short , portunity to become better acquainted with of what they are intended. not only the process, but also the tooling used oo tbc job. The safety talk should be constructive and informative with the employee not only OPERATE THROUGH SUPERVISION At our plant oo new hire or re-hire is started on the job until someone from the safety department talks with the new em ployee about the general safety policies of the plant, and advises him of the safety equipment and ocher protection available to him. We have found that it is helpful to invite members of the supervisory organi listening but participating in the conversa tion. If the supervisory organization uses the safety rules as a matter of convenience, then safety discipline will be weak. Supervisors must realize that when safety instructions are given, they must be carried out for the safety of the employees, not only when it is convenient, but also when it is inconveni ent and when production is behind schedule. zation into oar induction meetings so that they have some idea of what we tell the new employees. The put-on card which the supervisor uses in introducing new employees to their new job has a check list for the supervisor on which be checks off the safety information for the specific job that this employee is going to do. Good safety discipline starts with the new employee at the time he is indoctrinated. Unless he is thoroughly in doctrinated, he may get started on the MAKE EMPLOYEES SAFETY-MINDED The cooperation of the individual employee is vital to the success of a safety program. Continued attention is required to make certain that all concerned, management and employees alike, do their part in protecting the safety of the individual at all times. Every available medium: safety booklets .signs, posters, and plant papers may be used to good advantage In furthering the objec tive of such a program. wrong foot and consequently make the su Safety discipline starts at the top of the pervisor's job more difficult We have found It advisable to treat em ployees who are being transferred to new jobs as though they were new employees. organization and depends upon the super visory organization for its success. And we find that the employee is the foundation of safety discipline. Our safety record during the past year We do not have good safety discipline if clearly showed that we have a problem with our employees do not work and act safely employees who have had 10 or more years of their own accord. Safety talks, safety seniority. The problem consists of keeping booklets, poster, signs, and safety puzzles these people safety-minded. This is par and safety contests, are all aimed at getting ticularly true any time there is an up-grad the employee to think of safety for his own ing or when there is a lay-off, and people good at all times. be assigned to direct the safety program, Each new employee should be thoroughly handle safety education, and assist the su instructed in general safety policies, mitt, pervisory force in maintaining safe working and procedures before being referred to his get bumped from job to job. The supervisor is the key man in the safety program because he is in constant Special attention should be given to offthe-job safety as employees have more acci dents away from work than they do on ' 89 1957 National Safety Congress job. Oar objectives should include efforts to promote the safety of employees and their families by: maintaining a comprehen sive safety program for employees driving company owned vehicles; providing material <>n highway safety to aid employees driving their own cars; encoarage employees to develop safe practices in their homes, on the farm, or ns recreational activities; par ticipating in community mfety activities. EXTEND EFFORTS OFF-JOB The fruits of plant safety discipline should be shown in the off-the-job activities of the employee. If we have really sold him on the rules of conduct not only for ma chinery operation, but all phases of persona! safety, then the employee will practice these rules not only in his own home, but also in driving his ear or while using recreational facilities. This does not answer the question of how many days* suspension an employee should receive for an infraction of safety rules. 1 have purposely refrained from attempting to answer that question because in my opinion that is not a safety problem. The punishment for the infraction of rules is actually the responsibility of the supervisor in conjunction with the Labor Relations Department. Where there are many infractions of rules, it is probably due to the fact that the top echelon of the organization are not whole-heartedly in agreement with them or that the supervisor in immediate charge has used the rules as a matter of convenience rather than as a matter of protection for the employee Good safety discipline cannot be measured by the number of people suspended for vio lation of safety rules but rather can be measured by the spirit, the push, and the sincerity with which top management oper ates the safety program. Safety discipline is the direct result of sound, reasonable, logical rules of conduct as recommended by the safety department, and enforced by all levels of management. Safety discipline depends on the attitude and the manner in which the supervisor carries out his day to day assignments and contacts with the employee. Safety disci pline is the day to day activities of the em ployee carrying on his routine duties not only on the job, but also off the job. A OFFICERS OF THE CEMENT, QUARRY AND MINERAL AGGREGATES SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman---SEYMOUR B. FLEMING, safety director. New York Trap Rock Corp, West Nyack. N. Y. Newsletter Editor--ROY G. STOTT, mining health and safety engineer, U. S. Bureau of Hines, Washington, D. G. Membership Committee; PAUL HEDLEY, chairman, vice-president-production. North American Conor Co, New York, N. Y.; WHIT ). WISE^ supervisor. Safety & Per sonnel. Southwest Stcee Co, Dallas, Tex. Program CAmnwaw- -FRED E STORCH, director. Safety & Personnel, The Whitehall Cement Mfg. Co, Cementoc. Pa. Visual Aids Sr Teaming Committee Co-Chairmen: C. S. HERZOG, industrial relations manager, Dravo Coqv, Keystone Div., Pittsburgh, Pa.; A. B. HOt lIEZER, safety director. Laverock 4 Haines, Inc, Buffalo, N. Y. Off-the-Job Safety Committee: H, F. JOHNSTON, chairman. The Funkhouser Co., Hagerstown, Hd.; WALTER A. DEARTH, co-chairman. General Crushed Stone Co., Easton, Pa. Publicity Chairman--D. D. SEIPLE, JR* safety director. Standard Slag Co, Youngstown, Ohio. Statistic Sr Contest Committee: JOHN E. MACHISAK. chairman, acting chief Accident Analysis Branch. U. S. Bureau of Hines. Washington, D. C; ROY STOTT, Co-Chair man, subdistrict supervisor. United States Bureau of Mines, District A, Washington, D. C. Engineering CIovtius--ARV1D TIENSON, safety director. Material Service Corp., Lyons, UL Staff Representative--CLINTON H. HOCH, National Safety Council. Chicago. III. 10 11 Other Volumes in this Series Users oi this volume will find much value in its companion volumes. Here is the list; Vol.No. TITLE Stock No. t General Session* and Detailed Index to all Volumes... ................... 02247--1 2 Aviation: Aeronautical Industries Section I Air Transport Section......... 022.27--2 3 Satie Steps in Accident Prevention.................. 02227--1 4 Cement and Quarry Industries.............. ............. .......................................................... .. 02247--4 5 Chemical Industries ......................................................... ......................... 02127--5 6 Gael Mininf Industry.............................................................. ......................................... .. 022.77--4 7 Construetion Industry and Public Employment (Public&npleyc Section)... 02247--7 t Electrical Equipment Industry end PublicUtilities........................ ................. .. 022-27--I 9 Form Safety ............................................................................................................... 02227--t 10 Fertilizer Industry ........................... 022-27--10 11 Food. Meat Poctinf t Leather Industries, Trades endServices............ 022.27--11 12 dev end Ceramics Industry end Rubber Industry...... ........................ 02227--1} 13 Home Safety ........................................................................................................................... 022.27--13 14 Industrial Subject Sessions (Sponsored by AS5E)........... 02247--14 15 tabor ......................................... 02227--15 14 Maritime Industries (Marina Section)................ ........................ .. 023 27--14 17 Mctois Industry ............................................................................ ............ ........................... 022-27--17 14 Metals Products Industries (Automotive and Machine Shop Soetieo Power Press and Forging Section)..................... ............................ .. 02227--It It Mining Industry ..................................................................................................................... 02227--It 20 Motor Transportation Industry (Commercial VehicleSection]............ ............... 02227--20 21 Occupational Health Nursing Section..................... .................................. 022-27--21 22 Petroleum Industry ................................................................................................................ 02247--22 23 Printing and Publishing Industry...................... ......................... 02247--73 24 Pulp end Paper Industry..................... 02247--24 25 Railroad Industry .................................. 02247--25 24 School and College Safety......................................... ........... ........................................... 02247--24 27 Traffic Safety...................................................................................... 02247--27 21 Transit Industry ................................... 02247--25 2t Wood Products end Textile Industries................................... ... 02247--29 30 Early Morning Sessions, "Hon** Relationeend Man-Management" ....... 02247--30 PRICES OP EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less page*-- U to 24 pages-- 25 to 4& pages-- 49 to 96 pages-- Over 96 pages-- 1 tc>9 copies acA $045 45 .45 .60 45 10 to 99 copits Each $020 4 -37 JO 45 100 to 999 copies Eaek $0.17 4S ' .33 .45 .70 1000 or more Each $0.17 45 J3 .45 70 Complete set of Current Safety Topics (30 vote.)--$9JO. Slock No. 022,17 AU prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAKTV COUNCIL 425 NORTH MICHIGAN AVI. CHICAGO 11. IU. ttoootot rams IS S.C.S. 02247-- 12 Volume 5 CHEMICAL INDUSTRIES Transactions of the 4StH National Safety Congress (October 21-25, 1957, Chicago, 111.) N.ATMONAM. SAFETY COtJNCMl *25 N. MICHIGAN AVENUE, CHICAGO M. ILLINOIS CONTENTS Safety in High Pressure Chemical Reactions............................... M. R. Kinter 5 Controlling Health Hazards in a Chemical Plant............Robert A. Kchoc, M.D. 9 Living in the Air We Breathe....................................................................H. H. Fawcett II Laboratory and Pilot Plant Safety (A Symposium) Laboratory Barricading of High Pressure and Est Hazardous Reactions.............................................Godfrey J. Moll 33 Hamnebtc Materials--System for Rating...............................William S. Wood 33 Toxic Chemicals...................................... ................ ...................... R. V. Montcllo 42 A Bibliography of Toxic Chemicals................................... -......................................... 44 Waste Disposal.....................................................................................Earl R. Wallace $2 Acids and Heavy Chemicals (Discussion Report).............................R. L. Allinson $4 Industrial Gates Discussion Group........................................................ .H. F. Reinhard 56 Officers................. ......................... ........................................................................- * - 59 2 LEARNING TO LIVE . .. Lexnune to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the rason the National Safety Council was organized less half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing1 the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various Gelds of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of coodenaooos of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available In the National Safety Council fites. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE CHEMICAL SECTION This volume is a record of the sessions held at the 1957 National Safety Con gress by the Chemical Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Chemical Sec tion carries on in behalf of iu members, and for the benefit of accident pre vention work in the chemical industry generally. The section gives guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of chemical companies. The activities of the section are under the direction of its executive committee, the members of which are listed at the close of this volume. 3 SAFETY IN HIGH PRESSURE CHEMICAL REACTIONS by M. IL KINTfR assistant director, high pressure laboratory, The Dow Chemical coH Midland, Mich. Before we can intelligently discuss the subject of high pressure, we must first de fine it Any definition we propose will be arbitrary since it depends on your frame of reference. To a pipefitter, a 400 p.s.L steam line may well be "high pressure.'* To the mechanic in an ammonia plant, the term may mean 5,000-10,000 p.si. The gunsmith will think of "high pressure" in terms of the breech pressures in a 30-06 rifle with a heavy powder toad, which go to 50,000 55,000 pj.i. For many purposes we might say that anything above 500 p.s-L should be considered as high pressure. However, when discussing this topic from the viewpoint of safety, we must remember that any amount of pressure may be haz ardous. A few years ago an auto mechanic in our city suffered serious permanent in jury when a new auto tire, which apparently was defective, ruptured while he was inflat ing it A pressure of less than 30 p.s.L was involved. The hazard attendant on working with liquids or gases under pressure is not strictly a function of the pressure alone, but is more properly considered in terms of the amount of stored energy involved. A consequence of my last statement leads to another point we must always keep in mind. There may be hundreds, or even thousands of times more energy in a gas at a given pressure than in a liquid under the same conditions. We do not commonly think of hydraulic pressures of a few thou sand p.si, as being particularly dangerous. However, a gas under the same conditions presents an entirely different situation. I shall try to discuss the philosophy, prin ciple*, and pitfalls of working safely with high pressure*. In doing this, 1 hope that we may come up with some ideas which may be of value to anyone working with high pressure, be it in a large elaborate, industrial high pressure laboratory, or in the limited facilities found is many schools or small companies. Let us first briefly mention the principal hazards we find in high pressure work: FrajectileJ--In event of an uncontrolled reaction or explosion, parts of ruptured vessels, gauges, or fittings may be pro pelled at high velocity from the equip ment. Such missiles can easily kill a man. "Secondary* Explosion--The sudden re lease of flammable gases into the cubicle or work area followed by ignition may result in a violent explosion. The shock wave from such detonation can result in serious damage to the cubicle and injury to persooncL Toxic Materials--Failure of high pres sure equipment may release substantial quantities of toxic gases eg., when work ing with carbon moooxidc. Fire--The failure of high pressure equip ment or a burst frangible safety when working with flammable materials fre quently results in fire. Although usually of short duration, these "blow-torch" type fires are often very iateuc The safety measures taken in high pres sure work do not basically differ from good laboratory safety practices. However, the potential severity of the consequences of a given incident--e.&, rupture of a vessel at 30,000 pj.L compared to a crack in a glass flask--demand considerable extension and amplification of safety measures. BASIC PRINCIPLES Our first basic premise must be that all reaction* under pressure are hazardous. Not that the types of experiments we may carry out are fundamentally any more unpredict able than most laboratory reactions, but we must consider the amount of energy stored. This emphasizes the importance of conduct ing unknown or exploratory experiments on a small scate. ' In addition, a basic characteristic of high pressure vessels must be kept in mind. It is very easy to have a large safety factor in strength built mto a small--say 500 mt. or less--pressure vessel This however, be comes more and more difficult as size m- 5 1957 National Safety Congress creases, due to size and weight considera tions. Conduct all pressure experiments behind barricades, and base practices and proce dures on the assumption that the experi ments will get out of control. The barri cade or cubicle may vary depending on the scale of operation. It ts essential that the men never, except under extremely unusual rircumtances, enter the cubicle while the system is under pressure. Strict adherence to safety rules is essen tial and presents the usual problem of "fa miliarity breeds contempt" We have found no magical solution to this problem. 1 know of no other approach than repeated and re repeated instruction and education of all people who have any contact with this type of work. Also, one must never assume that, because an experiment has beet carried out many times without incident, it may then be regarded as harmless. This calls to mind an accident resulting from just such a situation. The experiment, conducted at 500-1,000 p.s.i., had been run countless times in an open laboratory with out barricades. One morning a technician unthinkingly changed the order of the ap plication of heat and the addition of catal> st. The resulting explosion did extensive damage to the laboratory and, but for ex tremely good fortune, could have resulted in very serious injuries. CUBICLE LAYOUT, BARRICADES The purpose of a high pressure cubicle or cell is to protect operating personnel from injury as a result of a mishap with the experiment. This is best accomplished by directing flying fragments and the force of an explosion away from the workers rather than trying to confine them. There are many possible arrangements which may be used lo accomplish this, but they all have one thing in common--at least one wall acts as a "blow-out wall." Care should be taken in the installation of doors to be certain that they cannot blow out- When considering the labyrinth type entrance, the possibility of shock wave rebound should be kept in mind. Many in stances of serious injury by a reflected shock wave are known. The materials used for the construction of cubicles may vary, but steel plate or concrete are most atmiKt A fetr * "sandwich" types may be need. tg. 4msbte steel plate wall filled with timi, Tfct fatter type presents seat Mernag peofc terns if any new openings through the w* are to be made. We wse Mad watt* iv small-scale work and heavily ruaiowd con crete for large-scale cxptruaq--. Wetdr.' construction is much jutluid w*h cr< plate, because of the possflJjry of Mf br ing sheared by an ctpfesioB. I know of a case ia mac yean is which extensive danage was dome by dyrae half-inch bolts which were sheared by an explosion of a vessel In a bohrd seed cubi cle. They were propelled with sdEdent force to penetrate a concrete block wall and would have easily IdUed a man, Metal cubicles nay be hard with wood which will absorb much of the force of a high-velocity fragment and reduce the possibility of pene tration of the metal plate. ONE UNIT CUI1CLE One type of cubicle we use for small scale work is arranged so that the platform on which the equipment is mounted and the front wall of the nil are coe integral unit When the equipment is in place the cubicle cannot be entered, since the area behind it is restricted. This system ts useful where frequent equipment changes are necessary. Transparent plastic sheet is used as a "blow-out wall" in these cubicles. It has the Advantage of low cost and it admits addi tional light, thus making the area safer. A concrete cubicle is used for largerscale work. The walls and roof are 15-inch, heavily reinforced concrete. The observation windows are of two-inch laminated glass which is capable of withstanding a 38 caliber magnum shell at point-btank range. All lines and valve handles enter the cubicle through steel strips or sleeves mounted io the concrete. The area behind our high pressure cubi cles consists of a river and a large waste pond. We have no wall behind the area. Placing a large wall behind a high pressure ares presents the problem of reflection of a shock wave, particularly from a secondary explosion of flammable material in the cubi cle. Of course, it is not always possible to locate near a large, vacant area. The next best thing is a hill or slope of some sort. 6 Chemical Industries Tbs* snU afeocp any fragments and tend rient to place frangible* in the syston-- .* dbatgutr the force of an explosion. there have been innumerable cases of vessel Good vmcslarioa is important in a high rupture in systems in which there were , u>imre area. We recommend 10 to 20 com- frangibles. Except for cases of an ex At* mt changes aa hour. This is sufficient o newt any flammable or toxic materials whack may be released through leaks, which tremely violent detonation in a vessel, such failures can usually be laid to one of two causes. are an rveriasdug problem in high pressure In the case of a sudden pressure rise, the oric. Rapid air flow through the cubicle frangible safety cannot do its job if the may also prevent the detonation of a quan vessel fails before the pressure surge tity of flammable material released by rup reaches it ft is therefore essential to place ture of the equipment. the frangible as close as possible to the Such ventilation shrv'd be arranged to prevent the accumulatic of heavier-than-air vapors on the floor of the cubicle. An *dded safety feature may be the use of automatic detecting and alarm devices for vessel, and to use as large a diameter fran gible and connection to it as possible. We frequently conduct experiments with solids or liquids which can freeze, either of which can solidly plug a line. juch materials as hydrogen cyanide, carbon monoxide, or hydrocarbons. The use of systems to flood the cubicles with carbon dioxide are useful. Such in stallations vary from a simple manual ar rangement to empty the contents of a large carbon dioxide cylinder into the cubicle quickly to an automatic system triggered by temperature sensitive elements. An in stallation of the latter type recently pre vented extensive damage to pilot-scale equip ment in our laboratory when several pounds of a pyrophoric material were suddenly re leased into the cubicle. The ensuing fire was o quickly and effectively snuffed out that the paint inside the cubicle was not even scorched. The hazards involved in working with purely hydraulic systems are rntxh less than with gaseous systems. It is not uncommon to work at extremely high hydraulic pressures without any protection. 1 bow of an instance in which this prac equipment Thus, it is essential under such circum stances to arrange the equipment to mini mize the possibility of such materials enter ing the safety assembly. Careful inspection of the safety assembly after each experi ment is also necessary to be certain that it ts clear. A frangible safety assembly should be pointed in the direction of the "blow-out" panel and must be securely anchored, ff it is deemed necessary to vent a frangible to the outside; this must be done through a large line with no bends. One should not attempt to use a frangible disc at an oper ating pressure which Is close to its rated bum prvure because of deviations of ac tual ruplur- pressure from rated pressure. Corrosion and fatigue of frangibles must alto be kept in mind to prevent unexpected failure. tice resulted in an unusual type of injury. CONSTRUCTION MATERIALS The failure of a fitting in a high pressure system resulted in the release of an ex tremely high velocity jet of hydraulic fluid. The spray hit a worker in the face, pene trating the unbroken skin. The resulting in jury was quite painful and was several months in healing. Therefore, some sort of shielding, even if quite light, should be used even with strictly liquid systems, A few general comments concerning ma terials of construction may be in order at this point First I should like to consider the question of hardness or ductility of the metals used in the construction of such equipment This ia important when we call to mind the relatively- smooth, tangential "tear" type ductile failure as opposed to the unpredictable, random shattering effect of A high pressure system should never be the brittle failure. Ductile failures rarely operated without some sort of pressure re yield any fragments, whereas a brittle fail lief mechanism. This usually is in the form ure may result in almost anything. of one or more frangible safety discs, de pending on the number and location of pressure vessels. However, it is not suffi- For this reason, hardening is a poor way to achieve strength in high pressure equip* ment. The most frequent occurrence of a 7 1957 National Safety Congress highly hardened component in high pressure equipment is the cap of the common, flatgasket type high pressure reactor or `'bomb." This is required for practical, structural reasons, but we attempt to avoid it by using other types of closures in all hut small, medium-pressure vessels. With this one exception, a minimum of 10 per cent elongation should be specified for materials used in the construction of high pressure equipment When purchasing metal stock for this use it is wise to specify metal that is free of flam or inclusions, and is warranted by x-ray or Other suit able tests. Before a vessel is placed in service it must be pressure tested, preferably to one and onc-half times its maximum working pressure. A log sheet should thereafter be kept for each vessel so that a history of its service is available. Frequent inspection of each vessel and regular periodic pressure tests are required to avoid failure resulting from corrosion, small stress cracks, embrit tlement, etc. CONE0 CONNECTION The common coned high pressure connec tion has frequently been a source of diffi culty, most of which is easily avoidable with a little care and attention. The T**>{"g surface is on the tapered end of the tubing, and the force is applied from the threaded gland via the collar or the tubing. First, the seating surfaces and threads should always be smooth, dean, and in good order. If not. they should be remachined or replaced as may be the case. A common error is assembly of one of these connections is in not placing the collar the proper distance back on the tubing. If it is too far back a good seal can be made but all of the force is taken by only a por tion of the threads of the gland, resulting in failure under pressure. High pressure gauges present some prob lems, but a little thought when locating them will easily remedy this. Always use the solid front or "blow-out'' back type of high pressure gauge and remove the glass face cover. A piece of plastic film may be placed over the front of the gauge to keep out dirt. Gauges should never be placed in such a position as to be directly In tine with operating personnel, but are best lo cated behind a barricade and observed with mirrors. They should doc be used to more than 70 per cent of rating, and will hurt a Jot longer and maintain accuracy better if used at only 50 per cent of rated pressure. Gas storage or supply cylinders are rather "thin-skianed*' and should not he located in an operating cubicle. In event of trouble, their prcsoce can only add to the problem. The use of check valves in lines between vessels. Tractors, supply cylinders, etc. adds greatly to the safety of the operation. These aoe-way valves prevent the possible back ing up of a reactant or catalyst, which can lave disastrous cwuequeica. However, a word of caution concerning the use of check valves! They are usually a spring-loaded ball valve and arc easily fended and rendered inoperative by small amounts of foreign material or dirt. Fre quent inspection and testing of these devices is imperative, otherwise one may be led into a false sense of security. In essence, the human side of safety re duces itself to one point--education. The problem becomes one of teaching men to understand their equipment and to think carefully before they ict For one must somehow get across the idea that high pressure equipment, just because it looks rugged, does not require a strong arm and a long-handled wrench for assembly. Care, cleanliness, and a sawed-off open-end wrench win usually do a much more effective job on research scale equipment. OPERATING PRACTICES Points sudt as this must be emphasized, demonstrated, and then continually re emphasized. We had a technician with whom we had to go so far as absolutely to forbid him to operate a high pressure valve with any more force than he could exert by holding the valve handle between his tittle finger and thumb. This nay have been an extreme measure, but the man finally understood. We use job description sheets, oar acci dent prevention Key Point Cards and other means of discussion to review Important points and hazards with the mas. One must cultivate the idea that the safety prac tices are ground rules which are just not to be broken. In a large plant such as ours the mm who come into the area from the shops and services department present a g Chemical Industries difficult problem. These people may be in the area only occasionally and for short periods of time. They may have tittle knowledge of the equipment or work, and must be carefully instructed regarding safety practices which may be peculiar to high pressure work. This type of situation will vary with the porticotar installation and circumstances, but we should always keep in mind the uninformed "stranger" who has occasion to be m the area. Clear thinking and attention to detail are essential in this type of work. Always be on guard for signs of trouble. For instance, when releasing the pressure from a system it is possible to detect an obstruction in the entry to a pressure vessel by observing such things as the rate of fall of pressure in the tines. Abnormal behavior in this respect is a sign of danger. Observation of such signs may avert the disastrous consequences of opening a sup- posedly vented vessel while it is still under full pressure. Men must learn to detect Plugged tines, leaks, etc. by these subtle signs and to deal with them safely. The same philosophy applies to disassem bly and maintenance work on such equip ment. Each tine and vessel must be treated as though it is a loaded gun until you are absolutely certain about it. High pressure work may be done safely if we use clear, critical thinking and careful planning. We cannot afford to be hasty, to disregard safety practices "just this one time" or to let our guard down in any other way. This applies to all types of high pres sure work, be it large or small, simple or elaborate. Even if the installation U small and funds are limited, it is still possible to keep this basic philosophy and conduct the work in a ale manner. In that respect, safety is tike happiness--it is the man that counts and money just cannot buy ituk. CONTROLLING HEALTH HAZARDS IN A CHEMICAL PLANT by ROBERT A- KEHOE. M.D. head. Dept. Preventive Medicine & Industrial Health, College of Medicine, University of Cincinnati, Cincinnati, Ohio Hazards that are likely to be present is a chemical plant are: !, Ordinary mechanical hazards --accidental injuries (falls, dislocations, sprains, fractures, contusions, lacera tion*, thermal and chemical burns, for eign bodies in eye or skin) ^--in association with mechanical equip ment, noise, vibration, fires, explosion, flying particles or missiles, slippery floors, rigging, stairs. Udders, elevators, vehicles 2. Modem physical hazards --ultraviolet and infra red radiation; ultrasotvus, high frequency waves; X-ray, radium, other alpha, beta or gamma radiation 3. Chemical hazards --old and well known (but not fully con trolled) chemicals --new products of research and develop ment (often unexplored) --exposure in course of research on new products --pilot plant development of new products or processes --new manufacturing processes involving new ways of handling well-known chemicals or new chemicals. (J) locus of hazards--aspect of portal of entry--local effects, such as con tact with skin, dermadti*--sensitiza tion, gross injury to skin, skin can cer, or inhalation of gases, vapors, 9 1957 National Safety Congress mists, fumes, dusts. Also asphyxia tion, irritation of lungs--acute (edema, pneumonitis), irritation of lungs--chronic, pneumoconiosis, fi brosis, emphysema,' and granuloma (Be). In addition cancer of lung, deposition--radition within lung and hilar lymph nodes; specific carcino genic agents are hazards. Ingestion of chemicals, following upper-res piratory trapping of dusts, follow ing contamination of hands and handling things that go into mouth and following contamination of food stored in work rooms--eaten in dirty lunch rooms are potential dan gers. (2) nature of hazard--aspect of absorp tion--systemic effects such as: acute intoxication, percutaneous, respira tory, alimentary absorption (often two or all three combined) ; chronic intoxication-remote aizymatic or metabolic effects and organic dam age: or remote radiation effects fol lowing absorption and distribution oi radioactive materials in body-- example--bone and marrow, follow ing absorption, distribution and me tabolism of specific caranogins-- example--bladder tumor. RECOGNITION AND IDENTIFICA TION OF HAZARDS I. Toxicologic investigation (in Labora tory) (stepwise with progress of re search and development in industry) (a) screening--preliminary choice or elimination of materials under con sideration-- --immediate toxicity--indicative of type of control measures based on portal of entry (type and point of application of preventive procedure) (degree of precision required a protection, i. e. extent of apparent danger) (medical criteria--type of antidpated-injjury or disease) (b) Comprehensive-- (adapted to the problems to be met) --manufacturing hazards --hazards of transportation and use as raw materials by others --hazards of consumer of final prod uct --cumulative effects if any 10 --metabolic fate in body--remote ef fect*--long-term--chronic--injuri ous effects ` --diagnostic and prognostic procedures based on results of investigation 2. Toxicologic investigation--(ra plant) clin ical investigation of personnel --basis of aO specifications for safe en- vinoBat --sometimes the only basis for recognition of hazard, e. g. beryllium, occupational cancer CONTROL OF HAZARDS 1. Medical measures of control environmental--(operations, plant conditions and (how men work) --clinical examination--all types, --policing the plant--(clinical findings and test* on personnel) ^--identification and quantitation of re sponses to observed exposure--within physiological (tolerable) limits--beyond physiological limits --warning of need for further protection --disposition of personnel with respect to exposure restriction of time (duratim) of exposure--removal from exposure --temporary or permanent --personal protective equipment (choice and supervision, physiological criteria) adequacy of equipment onployed--adequacy of its maintenance--adequacy of its use --education, group meetings, written in structions, hygienic manual, combined with operating manual --reports to engineering personnel (in both operations and industrial hygiene) and to management Z Engineering measures of control --designing and applying measures of con trol--physical devices for protection against chemicals--plant design--opera tions design--ventilating design --policing the plant (environmental moni toring) inspection--critique of mainten ance operations--analysis of materials --air analyses. --personal protective equipment (choice aad supervision--engineering criteria) --reports to medical personnel, and man agement (directly or through pfaysidao) 5, Administrative measures of control ---appropriate organization of hygienic fa cility in relation to operations --appropriate budgetary provision for hy gienic effort Adequate control depends upon the com plete understanding ol the hazard through physiologic and toxicologic research. In addition, satisfactory team work in cludes : Chemical Industries 1. Physician (including nurse and techni cians) measures applied to personnel measures to be applied to environment (hygienic specifications) 2. Engineer (including chemist, physicist and technicians) measures to be applied to environment (hygienic technologic applications) 5. Management proper organization proper financial !--r1----itiHnn A LIVING IN THE AIR WE BREATHE by H. H. FAWCETT safety director, research laboratory, General Electric co., Schenectady, N. Y. Living in the air we breathe ha* been a problem since God created tnan from dust and then breathed into him the breath oi lifel But even today, the vital role of breathing in our daily life has not been com pletely appreciated. This paper reviews briefly (1) air contaminants, and (2) com mercially available respiratory protective de vices, with emphasis on their limitations, and on the training and maintenance necessary for safe and effective use, Each of us is a creature of habits, but none of our habits is more viral to life than is breathing. So automatic and effortless is this habit that we give almost no thought to our respiration, although most of us cannot live without air for more than five minutes. From the seceod of our birth when we de scend from in utero (where the oxygen partial pressure corresponds to 33,000 feet altitude) into a world with a mixture of gases called air, we must breathe several quarts of air each minute so our body cells can exist, grow, and perform their func tions. For an average lifetime of 70 years, we may breathe in excess of a half billion times. By contrast, we consume "three square meals** aad "six glasses of water** daily. Our air requirements which we obtain vir tually without effort are of greater signifi cance by any standards than water, food, clothing, and shelter, which demand much "day-by-day" thought and deliberate action to obtain. We live at the bottom of aui ocean of air called the atmosphere, a name given to a mixture of several gases which consist mainly of four-fifths nitrogen and one-fifth oxygen. Virtually limitless in volume and moss as we view it from the ground, it thins out into space. Half of its density is under 18.000 feet In a multitude of ways the air assists all living things to exist. FUNCTIONS OF AIR Besides providing oxygen for breathingoxygen which lungs transfer to the bloodair conveys both sound and light, absorbs heat, enables fires to burn, propels boats, turns windmills, makes possible air brakes, vacuum cleaners, and other useful machines. Air in motion forms winds which modify climate, equalize heat and cold, and distri bute rainfall. Rivers high in the air, such a* the jet stream, greatly influence weather and are an increasingly important factor as air planes travel at higher altitudes. The andmt Grades ranked air with earth, fire and water as ooe of the four fundamental elements. Since each of us has been breathing sev eral times each minute from our birth, res piratory protection and devices to aid or supplement breathing might scera unneces sary. If pure air were truly ubiquitous, and no harmful gases, vapors or dusts **'****, II 1957 National Saftty Congress breathing problems would be confined to underwater or to travel in high altitudes. Unfortunately, pure air is a relatively rare commodity, and is much harder to obtain pure than many chemical elements and com pounds. Some variations of the air are caused by natural forces (such as moisture from rain or dust from winds oo dry mrth), while some are due to man (such as combustion products, unburned or incompletely burned fuels, solvents, vapors, dusts, fumes, inert and toxic gases). When these variations are small, we say that the air is "pure," but when the variations, either alone or in com bination, exceed our ability to adapt to them, or our ability to tolerate them, we say the air is "bad." AIR POLLUTION Xo simple yardstick has yet bees devised to tell us when air ceases to be "pure," although numerous air pollution studies are underway, and threshold limit values (maxi mum allowable concentrations for industrial exposures) are available as a guide. We have just begun to realise that air pollution control may be cvm more important than stream pollution controL When extreme conditions exist, as ia London, Meuse, Oonora or Los Angeles, we know that human life is more difficult than other times when smog U not present. On a minor scale, every year a serious problem exists from dost or pollen (such as rose fever, hay fever, or ragweed fever) for allergic persons, and we have found that respirators are frequently considered a a welcome supplement to medication for the relief of sseh conditions. Most breathing air supply problems can be controlled with adequate ventilation. If air could be properly treated to remove par ticulate matter, noxious vapors, and toxic gases, heated or cooled, and then distributed as required, breathing can be reduced to a minor problem insofar as purity of air is concerned. Unfortunately, adeqmte ventila tion and air treatment is sometimes impos sible or impractical where emergency action must be taken to preserve life and property. Therefore, we must provide maa with respiratory protection if we expect him to survive. A glance at the ease histories of incidents collected at random from many sources and appended to this paper shows that respiratory problems have occurred in many (fivers* activities. Specialized knowl edge and action m advance is essential if such injuries are to be prevented. It is sometimes glamorous or unusual in cidents which produce serious results; fail ure of a pressure system in an airplane at high altitndes will cause blackouts ta sec onds; above 43,000 feet, even breathing pure oxygen is not adequate-- a pressure smt or a pressurized cabin is essential. On the other hand, no less serious are the probiant when commonplace materials, such as a few sausages overheating and burning on a fry ing pan on a idtehas range produced suffi cient smoke and toxic gases to emtaut the occupants; firemen required nqemxy pro tective apparatus to effect a rescue of die unconscious victims. Gases and smokes malting from fires have been studied for years, and e.ndfant reports are available, bat it is bponUc so predict what gases may be taeeuwered or in what concentrations in a gmm fire. A large of different fhnemMe chemi cal compositions or chemical oombimbom that change with beat, sack as fhaiq fab rics, iasehbsn, refrigerants, solrents, proms. insecticides and bolding materials, play im portant roles m our daily live*. VARIETY OF GASES IN HUES In addition to carbon monoxide, carbon dioxide, and water (present in nearly all fires), ooe may expect amaireiia from burn ing wool, cyanogen from burning riSc. ac rolein from burning fats, salfur-ecntahang gases from burning rubber and leather, and chlorine-containing gases from burning or mouldering chlorinated plasties. From piled newspapers smouldering in limited oxygen, 41 per cent of the total gases given off was found to be carbon monoxide, and 43 per cent was eaxbou ffioxide. A pile of newspapers ia a large opes hall way would give an entirely different coocok traboo of carbon monoxide and carbon dioxide within the breathing zone than the same pile burning in a mall enclosed basemat Determinations ranging from two per cert to four per cent carbon monoxide have been made using recognized CO de tectors in the smoke of building fires in the same room in which firemen were engaged in extinguishment, by a medical doctor L2 Chemical Industries wearing self-contained breathing apparatus. A vigorous movement is now underway to encourage fire and other rescue servtcm to ose adequate respiratory protection more effectively. Focumoookonioses (Greek for lung dust) or pneumoconioses are a group of lung conditions which result from the inhalation of dust Silicosis is one of the most common types of pneumoconiosis, and is caused by AIR CONTAMINANTS The conventional classification of air con taminants follows: the inhalation of "free" or "uncombined" silica, such as quartz, opal flint and crysto- talite Many other dusts may produce lung involvement such as ablestos. talc, the sili A. Aerosol* (dispersoids) (particulate cates, carbon, irou and barium. contaminants)--dusts, fumes *nd mih Other dusts canse chemical irritation, such A better classification of aerosols is based ou physiological effects: A. Nuisance anr* toot: produce oo known injuries: calcium carbonate, magnesium carbonate, gypsum as the adds, alkali substances, fluorides and chromates. Allergic reactions may be caused by common dnsts such as pollens, synthetic resins, plastics, felt, fur, gums, spices, to bacco. paper, rubber, wood, starch, flour, and wool. The Bureau of Mines group* all the B. Inert pulmonary reactions: produce above dnsts as *Tni^(vmMi.Pf.v4ii<4B| non-specific pulmonary reactions: sili and Nuisance Dusts." cates, carbon, aluminum C. Minimal pulmonary fibrosis-producing barium compounds, tin, iron oxides D. Extensive pulmonary fibrous-producing sificx, asbestos E. Chemical Irritants: produce inflamma tion or ulceration alkaline reactions: acids, fluorides, chromates TOXIC DUSTS Another classification of dusts refers to "Toxic Dusts." Some have a lower thres hold limit or maximum allowable coocaitiatioo than does lead, although the Bureau of Mines classification uses lead as a reference. Among aerosols more toxic than lead are: cadmium oxide fume; chromic acid ^ F. Toxic systemic poisons: produce patho chromates, mercury, mercury (organic), logical reactions: lead, manganese, anti- yellow phosphorus, picric add, selenium, raeoy, arsenic (not more toxic tellurium, caltium arsenate. Pb), arsenates, organic-phosphates, Respirators approved for all the above cadmium, radioactive, beryllium (more dusts (both toxic and fn*nmnfnBiiM.pm. toxic than lead) during and nuisance dusts) are called "dust" Ck Allergic manifestations: produce aller gic reactions: pollens. H. Fever-producing reaction: action un known or allergen: metal fumes, cer tain textile dust, (hemp, cotton, jute, bagasse) respirators. A few substances, such as beryl lium and radioactive substances, are not currently covered by Bureau of Mine* schedules. "Fumes" include aerosols formed by the condensation of vapors from heated metals. Melting, cutting, and welding of zinc, lead, A. AEROSOLS cadmium and other metals prodnee soch Formerly called dispersoids or particulate fumes. contaminants, these are substances present in "Mists'* and "Sprays" include liquid drop the air as minute particles (such as dusts), lets formed when liquids are carried into as fanes (such as metal fumes), or as mists the air or are formed by a reaction with (soch as chromic-arid mists). In grouping the moisture in the air. An interesting ex these together, it as recognized tbt they ample is (X3 ports per million sulfur dioxide, may be physically filtered, screened, or ad with sunlight, forms 20,000 particles per cc. sorbed from the air with properly d* of sulfuric add mist. filters. Aerosols may range in sire from ISO microns to a thousandth of a micron in size (1 micron equals 39-37 millionths of an inch or 1 x 10-4 centimeter). Many are lw fire and ImmwI The availability of filters with pore sires from 10 millimicrons (approximately the size of the polio virus) to five microns (the size of common contaminants in liquids) has greatly improved and speeded up analyses 13 1957 National Safety Congress of aerosols such as add mists, metal fumes, smokes, and radioactivity. In recent years, study and measurements of even smaller particles in air thar pre viously observed, known as condensation nuclei, have contributed greatly to our under standing of the nature and number of parti cles in air. The particles in the air on which water will condense arc called condensation nuclei; under natural conditions only the larger particles are so effective. When the air is sufficiently super-saturated apparently any particle will serve as a condensation center. Particles from such diverse substances as platinum, stiver, stearic add, glycerin and lubricating oil will all form droplets at a sufficiently high supersaturation of water vapor. Practical methods are now available to measure the number of particles in an aerosol in free air. A wider use of the technique already available for size and numbers of an aerosol would not only throw light oo some of the problems of air pol lution but would certainly lad to farther improvements in our knowledge of aerosols. Respirators for insecticides are tested and listed by the U. S. Deportment of Agricul ture. B. GASES AND VAPORS In this major group may be included most of the air contaminants which are not classi fied as aerosols. 1. Irritant gases are those which produce inflammation of tissue, such as the skin, the eyes, and the respiratory tract membranes. They are divided into two general groups: a. action is limited to irratioo (such as hydrogen chondc) b, action extends to systemic effect (such as oxides of nitrogen) Some of these gases and vapors have pro nounced odors, but the nose' cannot be depended upon as a reliable method of es timating concentrations. 2. Asphyxiants are substances which de prive the body tissues of oxygen, causing hypoxia (oxygen starvation). Two general methods of action are known: simple asphyxiants (such as nitrogen, hydrogen, helium, and methane), which dilute or re place the oxygen partial pressure in air; and chemical asphyxiants (such as carbon mon- 14 oxide, hydrogen cyanide, hydrogen sulfide, acetonitrile, aromatic nitro and amino com pounds like aniline, nitrobenzene and deriva tives), which combine with the hemoglobin of the blood to prevent oxygen-carbon diox ide exchange. The insidious nature of the actioo of the simple asphyxiants, and the speed with which they can act, is still- not widely appre ciated; whereas most people have a healthy respect for the chemical asphyxiants. Under proper medical supervision, pure nitrogen may be breathed for several seconds and this technique has been used clinically by Himwich and others. However, nitrogen and the other simple asphyxiants give almost no warning between the time breathing air is replaced with the asphyxiant and uncon sciousness overtakes the subject. PHYSICAL REACTIONS A. toss of mental facilities begins within a few seconds, and unconsciousness may occur shortly after with no warning. The brain is the first organ of the body to be affected seriously by oxygen want, and the subject "blades out" quickly. Mention is made of this little-appreciated phenomenon not only because asphyxiants can be released in a room or tank with inadequate warning from the action of a fixed carbon dioxide fire extinguishing system, from a large spill of liquid nitrogen, from a leaking gas sys tem, from an inert-gas producer, or from a leaking cylinder, but also because airlinesupplied respirators, hoods and suits arc frequently attached to a plant air supply with little appreciation of the hazard. For example, at the Adds and Heavy Chamois sab-section meeting. Chemical section. Xaticxxai Safety Council, October 25, 1956, oo company present reported use of a special air system for respiratory equip ment. If a cruu-coonection should occur anywhere in the air system which would permit an asphyxiant, toxic, or flammable gas to enter the air sstd for breathing, the results can easily and rapidly be fatal. Oxygen, used indiscriminately, may also be a hazard, since serious fires have been reported where oxygen, either from a cylin der or an airime, or a leaking hose or pipe, was used for breathing purposes in an air line respirator or hood where welding or other (tinner were involved. Only a com Chemical Industries pletely separate air supply, supplied by a compressor which cannot evolve carbon mon oxide, carbon dioxide, oil mist or other un wanted impurities or from cylinders of tested known purity should be used for air line respirators, hoods or suits. In any event, regardless of supply, the system should include pressure relief valves, filters and absorbaits as recommended. 2. Anaesthetics are gases and vapors whose action is primarily by inducing the symptoms of anaesthesia when inhaled in sufficient quantities. These include the sub stances which come to mind when the word "anaesthetics'' is mentioned, such as the ethers, chloroform, methyl chloroform (1,1,2trichloroethane), trichloroethylene, ethylene oxide and nitrous oxide (laughing gas), as well as hydrocarbons, aldehydes, ketones, other halogenated hydrocarbons, the aro matic hydrocarbons, alcohols, esters, and carbon disulfide. DECOMPOSITION OCCURS In addition to the physiological action of these materials alone and in combination, decomposition products are produced in a fire or when they are otherwise subjected to heat. Even relatively harmless substances such as the Frcons and die Genetrons, (widely used as non-flammable refrigerants of low toxicity, as replacements for am monia. sulfur and ethane), wilt evolve toxic decomposition products if they are heated above their decomposition temperatures. This has occurred where Frcons and Genetrons were used as cleaning solvents, Metal parts, after cleaning, were heated above the safe limits in order to dry and flash off the remaining solvent. Several persons were hospitalized with pulmonary congestion. Trichloroethylene degreasers, properly installed, maintained and operated, are safe, yet the failure or misuse of these vapor degreasers has created serious haz ards including both fires and toxidty. Mass hysteria and unconsciousness due to the little-appreciated anaesthetic action of the trichloroeth>lene has occurred in sec onds; in one incident 72 persons were over come, and ta another, 26. Fortunately, all recovered after removal to fresh air and oxygen inhalation. The hazards of carbon tetrachloride mixtures in fire fighting and in other applications are well documented. 4. Substances producing other effects-- 'Ibis classification includes several substances whose action differ from previously-men tioned substances. Included ta this group are mercury, white phosphorus, tetraethyl lead, nickel carbonyl, arsine, the boron hy drides, phosphine; hydrogen sulfide, and the widely-publicized military "nerve gases." The initial action of these gases and vapors Is primarily on the nervous system, with respiratory arrest following; CONTAMINANTS COMIINE If the above classifications appear com plicated, it must be remembered that these air contaminants seldom occur aloce, and that even less is known about the combined action of two or more substances, especially if they are in different groups, than of the individual substances. Even if particles in the air are non-toxic in themselves, they are known to act as carriers of condensable toxic vapors--formaldehyde can have its toxidty increased five times by the presence of an aerosol. It Is little wonder, then, that respiratory protection can become a highly complicated subject, and that the practical application of respirators, gas masks, and self-contained breathing apparatus (all with their limita tions), eves by persons thoroughly trained in their use, is not cut-and-dried or fool proof. Relatively untrained persons ta an emer gency situation, are in especially vulnerable positions. Many of the case histories at tached to tills paper clearly point to the need for more widespread appreciation of the nature of the hazard, as well as of the limits of the various respiratory protective equipment used. RESPIRATORY PROTECTIVE DEVICES A. AIR-PURIFYING RESPIRATORS The fundamental limitations of any air purifying device are that the air must be within the limits for which the respirator was designed (for example, the oxygen content must be more than 16 per cent) ; the particular unit will only protect against the specific substance or combinations for which it was designed, (for example, aero sol [dispersotd) [filter type) respirators will give no protection against gases and vapors); and the canister or filter must be 15 1957 National Safety Congress maintained in proper working condition Con a properly maintained facepiece that fits snugly enough to exclude leakage). Aerosol (filter type) respirators require frequent changes in filters when breathing resistance becomes uncomfortable when used where excessive dust or fumes are involved Chemical cartridge respirators will safely protect only against the specific vapors and gases in non-emergency situations where no more than 0.1 per cent is encountered. Extremely toxic materials, such as acro lein, acrylonitrile aniline, dimethylamline, at tine, bromine, carbon disulfide, carbon monoxide, dimethylsulfate, hydrogen cyan ide, h>drogen fluoride, hydrogen setenidc hydrogen sulfide, iodine, methyl bromide, methyl chloride, nickel and iron arbenji nitrobeizene; nitroglycerine, nitromethane, oxides of nitrogen, ozone. phosgene, phos phine, phosphorus, trichloride, stibine, sulfur chloride, the boron hydrides and others are too toxic even in low concentrations for re liance to be placed on simple cartridge type respirators. NOT FOR ODORLESS GASES Chemical cartridge respirators should not be used against gases which are odorless or whose odor threshold is High, since the only warning of failure of the respirator or of concentrations which are above the ability of the respirator is odor. Methyl chloride is an example of such a gas whose warning properties are too slight for practical pur poses. Substances which are highly irritat ing to the eyes, such as sulfur dioxide re quire eye protection (such as a gaslight goggle, an air-supplied hood, or a full-face piece). Several lacrimatory (tcar-producing) subtances, such as benzyl chloride, are in the same classification, and a respirator alone U clearly inadequate. Some substances, such as carbon monoxide, cannot be stopped by a chemical cartridge (except by the Hopcaiitc ui the Type N universal gas mask and in the miner's pocket sell-rescuer). Ammonia cartridge respirators will protect against ammonia up to 1,000 p.pjn, while eye irritation from ammonia begins at about 700 p.pjn. Mercury cartridge respirators are effec tive against concentrations of mercury vapor normally encountered at ambient tempera tures, but service life ts proportionately reduced where higher concentrations of mer cury from elevated temperatures and pres sures are present (There is no Bureau of Mines approval schedule for mercury res pirators). Combination cartridges have the limitation of a shorter service life when used with one particular type of hazard than the equivalent specific single-purpose canister would have for the same hazard. FACEMECE TYPES Normally, respirators use a "half-mask" facepiece, covering the nose and mouth, while gas masks use both full-masks and full facepieces. (Only full facepieces on gas masks are approved by the Bureau of Mines). Recently, the "self-rescue" or "pocket" respirator, normally used with a cartridge containing Hopcaiilc wuh a dryer and designed for escape from mines, has beat extended into other cartridges. The mouthpiece of this style respirator is held tightly by the front teeth of the wearer, and*the breathing is accomplished through the mouth. A nose damp blocks off the openings of the nostrils, and prevents irri tation of the membranes of the nose. A neckband permits the respirator to be worn ready for instant use. Twelve different filter cartridges will fit the basic bolder and mouthpiece. Imfassrial canister-type gas masks, with canisters designed for specific substances or combinations, have the same limitations in general as chemical cartridge respirators, except they are effective in concentrations of any specific gas or members of the same group of gases for which they are designed of not more than two per cent in air or a two per cent total for a mixture'of ases for which the canister is designed. The ammonia canister is approved for three per cent ammonia. For shorter periods of time, industrial canister-type gas masks can be used in higher concentrations, but the time of service life will be reduced. Depending on the size of the canister, and the service for which it was designed, the service time varies. Protection for a combination of various puts, such as acid gases, organic vapors, and ammonia can all be obtained in one canister, but the service life of such a combination is shorter in the combined can ister when used with one specific substance, than is the life of an equivalent canister 16 Chemical Industries designed for specific substance alone. The only warning that a canister or cartridge is "exhausted" is the detection of odor of vapor or gas passing through the canister or cartridge. Persoos who need corrective lenses m order to work properly when wearing the respiratory protection, especially full face pieces, may find of interest two methods of incorporating lenses inside a facepiece. One method consists of wire frames which fit around the circumference of the sight lenses, and hold a 30-nun round prescription lens, PRESCRIPTIONS IN FACEPIECES A second method consists of a center post built inside the mask, onto which can be attached 40mm rimless glasses. Such arrangements seldom allow perfect align ment of the prescription tenses to the view er's eyes, but, with adjustment, a sufficiently accurate fitting can be achieved for most purposes for reasonably long periods of time. The type N universal gas mask canister is constructed of several layers including activated carbon (to remove organic vapors), soda lime (to remove add gases and carbon dioxide), copper sulfate (to protect against anunonia gas), silica get and other dryers (to remove moisture both before and after the Hopcallte), and Hopcallte itself (a mix ture oi metallic oxides which catalyzes the conversion of carbon monoxide to carbon dioxide), pins a filter for smokes. This canister eon be used as protection against smoke and gases which do not ex ceed two per cent by volume total, where adequate amounts of oxygen are present. Sixtcca per cent oxygen is cited as the practical minimum, but life is not actually in danger until about 14 per cent or las oxygen is presort. A timer is used to count the number of inhalations, and indicates about two hours total use. DISPOSE OF CANISTERS A canister should be discarded at least as soon as the timer indicates the pointer has completed ooe revolution, if not sooner. One authority recommends that universal canisters be weighed immediately on re caps from the manufacturer, and that they be discarded as soon as they have gained 45 grams. This 45 grams limit wus imposed since it represents the limit of die dryers to keep the Hopcalite dry, and also to prevent excessive breathing resistance from developing as the dryer becomes moist. The shelf-life of the universal canister, once the canister has been attached to the facepiece is one year, if stored with the bottom seal in place, even though the mask has not been used. If stored with both top and bottom seals unopened, as received from the manufacturer, the shelf-life is considered by some to be four, and by others, five years. With aa respirator or gas mask, the prob lem of proper fitting of the facepiece is critical. Tn addition to the time honored technique of bolding the hand over the opening in the bottom of the canister while inhaling gently to see that the facepiece wilt collapse on the face, another technique re cently suggested by the A.E.C. is to use isoamyl acetate. Since tsoamyl acetate (which smells sim ilar to bananas) can be detected in a con centration of as low as one part per mil lion, a small leak will be detected if the acetate is placed on cotton and the cotton passed slowly around the edges of the mask without touching either the wearer's face or the mask. If the wearer can detect the odor, a leak is indicated and the mask should be further adjusted until the odor can no longer be detected. CIVIL DEFENSE MASKS As port of its chemical warfare defense program, the Federal Civil Defense Ad ministration is stockpiling a mask desig nated as CD V-flOO organizational mask for use by civil defence personnel. The canister on this chin-style mask is the same as used in the U. S. Army Assault Mask. This mask is reported to give "excellent pro tection against C\V (Chemical Warfare) and BW (Biological Warfare) agents, as * ell as against the inhalation of radio logical particles, or CBR (chemical, bio logical and radiological)". Designed to be used in conjunction witha detection kit, CD V-filQ, which will detect and distinguish between the nerve gases and the mustard gases, the V-SQQ mask is a specific mask for war gases (including nerve gases) and will not protect against carbon monoxide, anunonia and other gases. The Army Chemical Corps recently an- 17 1957 National Safety Congress nounced a new E-I3 nask for troops. It is designed to give the soldier complete protection against the inhalatioa of war gases, germ warfare agents and airborne radioactive fallout particles, but does not protect against direct radiation. The new mask does not have the pro* trading canister used in current masks. This was made possible through develop* meet by the Chemical Corps of a new light-weight, pliable gas-aerosol filter ma terial. Pads of this material are enclosed within cavities molded into the rubber face piece of the mask. Lower breathing re sistance, superior vision, better speech trans mission, and greater comfort are claimed. It should be noted that the CD V-flOO, the existing and the Dew Army gas masks should be used for purposes for which they were designed only. After both World War I and II. several instances were reported where '`surplus'* Army masks were used for protection against gases for which they were not designed, with serious conse quences. It is important that gas masks are not mismed. B. AIR-SUPPLIED RESPIRATORS Since the simples* solution to all respira tory problems is to supply pure air to the breather, the use of an air supply from some remote source where the air is not contaminated is both simple and logical. For many applications, air-supplied equip ment has real advantages, but this equip ment is subject to definite limitations. The simplest type is the Bureau of Mines Type B hose mask, which is a facepiece to which is attached a hose without a blower which must extend to a respirable source of air. This mask depends on the breathing action of the wearer to move the air. For this reason, a maximum hose length of 75 feet has bees established for the hose mask with out blower. Low pressure blowers, operated either by hand or by power (power blowers do not cany Bureau of Mims approval) are used to supply Bureau of Mines Type A hose masks up to 150 feet. All hoses should originate at the blower. A respirable source of air must be as sured, and a safety man must be present at the blower at all rimes. Fouling of the hose may cut off the air supply, and the exit route must be the same as the entrance route. These hose masks can be used safely only if the above precautions are observed. Airline-supplied Bureau of Mines Type C respirators are divided into two classes: (a) the continuous Sow type and (b) the demand or internlittant demand flow type; fa) is usually used with a powered compressor or blower, while (b) Is usually used with breathing air supplied from cylinders. The use of such equipment in atmospheres im mediately hazardous to life is not recom mended since failure of the air supply or fouling of the hose would be serious, and further, it is absolutely necessary to have respirable air of unquestioned quality. We have previously noted the hazard of using a plant air supply for air-supplied breathing equipment It is recommended that a separate air system be used exclu sively for breathing air. Depending oo the pressure available and the diameter of the hose, there is a limit to the length of hose which is practical. Wherever possible, soda rjstasa should t piped as dose to the outlet as possible, so possibility of fouling of the hose and cutting off the air supply will be minimized. Exit from areas where air-line respirators are used must, of coarse, be the same as die route in. If a compressor or tank sup ply Is used, sufficient pressure relief control must be available to protect the wearer against pressure is excess of that prc#. -ibed for the equipment. AM-INFIATK) SUITS Air helmets, air hooks, and air-supplied suits have the same goxral limitations as for air-Une respirators. An interesting de velopment in this field is the use of airinflated suits for protection of the whole body against hazardous materials. Id ooe form, the large inpenwot plastic tunnel or pipe allows a man to work in one room while using air from another-- the slight air pressure supplied giving both breathing air inflation (or body) to the suit. The front of the suit is tailored into a facepiece, and arms with gloves are at tached. Mobility is reported good within the obvious limits imposed by the length of the tunnel attached. In another form, a complete suit with built-in arms and legs is supplied with air for inflation and a hood, also air supplied. 18 Chemical Industries is used for bead, face and respiratory pro tection. Depending on the particular fabric, plastic, or composition used in its construc tion, this suit allows work inside reaction vessels and other confined space which still contain a hazardous atmosphere. Properly used, together with safeguards to insure that rite wearer's air supply and life line are always in proper position and work ing order, this suit has increased safety and decreased operating costs in maintenance work inside tanks containing materials which are corrosive or are easily absorbed through the skin such as aromatic amino and nltro compounds. The same limitations noted above for air-line respirators should be noted. Regardless of the type "respirator'' used, a definite program of control is necessary to insure the device is used properly, is prop erly maintained, and that it is doing what is expected of it. After the f-anarfiaq Chalk River atomic reactor incident, respirators were used to prevent inhalatioa of radio active contaminants. This program was suc cessful only after a respirator official was appointed to control the use and mainte nance of respirators, regular urine-samples were analyzed to show definitely the degree of absorption, and an improved respirator was made available: C SELF-CONTAINED BREATHING APPARATUS Self-contamed breathing apparatus supply complete respiratory protection ia any con centration of toxic gases and under any oxygen defiden* atmosphere. However, cer tain gases and vapor will cause systemic poisoning by stria absorption. Although a small group, these exceptions are highly important, including hydrogen cyanide, sitro and ammo aromatic compounds, ethylene uuum; phenols and a few others. These gases and vapors require complete skin protection of an impervious type in addi tion to respiratory protection. EARLY REMEATHING APPARATUS The early sdf-coutaaed rebreathing ap paratus, which was imported from Europe, had serious deficiencies. Loss of life was reported by users in this country; 19 acci dents are reported involving 26 facilities between 1911 and 1940, due portly to equip ment failure and partly to improper use. Where life-lines and standby rescue squads were employed, the apparatus was generally satisfactory in the hands of well-trained users. The first self-contained breathing appa ratus to be approved by the U. S. Bureau of Mines was of the two-hour rebreathing type. The oxygen rebreathing type apparatus is relatively heavy (39# for the two-hour type) and is bulky. Most self-contained (dosed circuit) oxygen breathing appara tus in use today require mouth breathing with a nose dip, but a full facepiece has recently been approved. Careful training is required in use and in maintenance of this apparatus. A minimum of 20 hours Initial training is recommended by the Bu reau of Mines. RESTRICTS MOVEMENT Demand-type air and demand-type oxygen breathing apparatus is available in half-hour, quarter-hour and TVs minute ratings. Only the half-hour demand apparatus is Bureau of Mines approved; the Bureau has no approval schedule at present for any selfcontained apparatus of less than a half-hour. Although the schedule of work cu which the Bureau's half-hour rating is exhaust ing, targe men under extreme stress have exhausted a half-hour (40 cu. ft) cylinder in significantly less than a half-hour. Differing only In whether it is supplied with compressed oxygen or compressed air, the apparatus weighs nearly 30 pounds for the half-hour type, with the large cylinder (40 cubic feet) oo the bade. It is rclativdy awkward to put on and it restricts action in confined spaces. With practice, it may be put on and into operation from a mounted backboard in less than 20 seconds. The hack position of the cylinder makes it difficult to crawl under equipment. Gimbing in and out of small opoungs, such as manholes, requires rare when wearing this type apparatus. Operatioa of a motor ve hicle is awkward when wearing a cylinder on the bade (LS-minute and 7Vi-minute demand apparatus use smaller cylinders slung oa the side of the wearer, which overcomes this objection to some extent) The purity of the air or oxygen with which the cylinder has been charged should always be questioned since other gases such 19 1957 National Safety Congress as nitrogen, acetylene and carbon dioxide and gas mixtures other than air have ac tually been found in "breathing air" cylin ders. Errors in compressed air used for breathing may be rapidly fatal, and every newly-filled cylinder should be checked to insure it actually contains ``breathing air," regardless of the source of supply. Unless the user has his own compressor producing air of an unquestioned purity, no cylinder should be put on a demand breath ing apparatus or air-supplied respirator, hood or suit until the contents have been checked for purity. The Orsat gas analyzer or the Beckman paramagnetic oxygen ana lyzer are often used in analyzing oxygen percentage while carbon monoxide may be checked with the National Bureau of Stand ards coiormctrie tester available from two manufacturers. High pressure cylinders may leak, and frequent inspection is necessary to insure that the air or oxygen is actually available for use in an emergency. High pressure valve, gauge, and demand regulator must be maintained in top operating condition by inspection and a regular preventative maintannee schedule as recommended by the manufacturer. atmosphere cuts service If demand-type apparatus is worn in environments where pressure above one at mosphere i* present (as in caissons or tun nels under higher than atmospheric pres sure). the service time is reduced as the pressure increases. This U also true of un derwater use of the regular demand-type apparatus: a special adaption is available for underwater swimming. Other peculiar effects have been reported when demand and closed circuit oxygen breathing apparatus was worn under pressure. The use of oxygen in atmospheres above two atmospheres absolute pressure should be avoided since oxygen produces a toxic effect under such conditions. For periods up to 22 hours at normal atmosphere pres sures, however, oxygen may be used without apparent ill effects by healthy persons--- persons in questionable physiol condition should not wear any emergency breathing equipment, but should remain away from contaminated air and underwater. When the supply of air or oxygen has been depleted, the supply in the demand type 20 apparatus cuts off abruptly, and the face piece must be removed immediately or asphyxia can occur. One British half-hour breathing apparatus has available as op tional equipment an automatic warning whistle (Pat. No. 644105) which will start to blow when the cylinder pressure falls to 300 pound/square inch, to aid in warning the wearer to return to fresh air at once. The seal around the facepiece must be absolutely gas-tight in a toxic atmosphere since in the demand-type apparatus the face piece is under slight negative pressure momentarily dunng the beginning of the inspiration phase of the cycle. A recast revision by one manufacturer eliminates this negative pressure part of the cycle. Another novel feature of another demand mask (54 cubic feet of air or oxyga di vided between two 26 cubic foot cylinders for balance) is a plug-in attachment car ried with the mask for administering re suscitation to an overcome person on-the-spot while still in a toxic atmosphere. In the above discussions, no mention has been made of the fire and explosion hazard of air which is richer than 21 per cent in oxygen, or of pure oxygen itself. Certainly air should not be replaced with oxygen, either in a breathing apparatus, in a ventila tion technique, or for any other purpose, without full consideration of the increased potential hazards from fire, as the oxygen concentration increases above the 21 per cent oxygen content of air. A flammable vapor-oxygen mixture requires only abmt one thousandth the energy to ignite it as does a corresponding flammable vapor-air mixture. The resulting fire or explosion is many limes more violent. Failure io appreciate these facts (which have beat published and well documented for years) has cost many lives. For this reason, it is as important to analyze a suspected atmosphere for oxy gen concentration as for flammable vapors and gases, and for toxic gases. By using cither the time-honored mine safety lamp M an oxygen indicator, or the more re cently available Beckman paramagnetic oxy gen analyzer, it is possible to obtain fast and sufficiently accurate oxygen analyses for practical purposes. Combine such oxygen analysis (which will reflect inert gases or oxygen deficient at mospheres as well as excessively high oxy Chemical Industries gen concentration*) with a cheek for flam mable vapors and gases (using one of the many instruments commercially available), and a check for whatever toxic gas is suspected (for CO. for example, the Na tional Bureau of Standards glass tubes con taining palladium chloride which change* color with CO). To ignore any ooe of these fundamentals is to run risk of trouble. SAFE 4f MINUTES The self-contained oxygen-generaring breathing apparatus is approved by the Bureau of Mines, and is rated for 45 min utes. Some of the models produced for the military are not Bureau of Mines ap proved. however. The weight of 14#, car ried on the chest and stomach, gives it a decided advantage both in weight and con venience over the danand-type apparatus, although the chest position creates limita tions in use under some conditions. The highly exothermic reaction which generates oxygen from the potassium super oxide (K*0.) evolves significant heat, which might serve as an auto-ignition source to carbon-disulfide or nickel carbonyl vapors tinder extreme conditions. This tempera ture of the canister surface may reach 250*F, and is equivalent to the hazard pre sented by unshielded incandescent tamps, hot plates and steam pipes in such an atmosphere. When worn in hot areas, or while work ing hard in the heat, the oxygen generated may occupy a volume which requires "dumping" of surplus oxygen to maintain comfort. The apparatus requires care in starting, especially in sub-freezing tempera ture*--for this reason it is considered good practice (hat both the apparatus and the canisters be stored inside or in a heated truck cab or automobile, and that the ap paratus be thoroughly started above freez ing temperatures, if possible. Unless the sub-freezing starting is thor ough, the wearer tnay be aware of intulScient oxygen during the first few minutes, by a feeling of "tight headedness" and diffi culty in coordination. If such a condition is noted, he should return to fresh air. deflate the bags and re-start the apparatus, until the breathing rate and the generating rate balance before re-entry. In inserting the canister in the canister holder (canister is stored separately), care must be exercised to avoid cuts from the torn top seal when removing it, and the canister brought securely into place after it has been punctured by the sharp point designed into the apparatus for that purpose. The facepiece should not be donned until the canister is completely seated. A fresh canister should always be used in any emergency. Once opened, a canister win continue to esolve oxygen even when removed from the apparatus and re-capped. To enter a hazardous atmosphere with a used canister is a highly dangerous practice--a fresh canister must be employed to insure safety. In view of the relatively high cost of these canisters, the tanptanon to re-use canister* is great, but should be avoided, and canisters promptly disposed of to insure the safety of the next user. DONT RE-USE CANISTERS The disposal of the self-contained oxygen generating canisters must be performed ac cording to the instructions. Oil. grease, gaso line. or other flammable or combustible liquids must be kept from the canister mouth, or an explosion will occur. Only clean water in large quantities should be used to destroy a canister. The canisters should be promptly disposed of, and not be left sitting around where they could contact combustibles. For reasons noted under' discussion of demand-type breathing apparatus, the selfcontained oxygen-generating apparatus should not be worn under pressures greater than two atmospheres absolute. Smaller Self-Contained Breathing and Orygen Inhalation Devices U. S. Bureau of Mines approval for selfcontained breathing apparatus currently makes no provision for apparatus rated for less than JO minutes. In emergencies where a smaller, less cumbersome device with a shorter life would give adequate protection. the only available devices until recently were regular demand masks with smaller cylinders for 20, IS, and minutes serv ice, using the same facepiece, reducers and regulators as oo the larger approved devices. Recognizing that many (perhaps most) breathing emergencies can be brought under control in 10 minutes, and that the first !30cc of expired air cootains relatively lit- 21 1957 National Safety Congress tie CO*, there is now available a light* weight device in which oxygen from small cylinders, supplemented by the first lOOcc of the previous exhaled breath, ts used for breathing at a rate of seven liters per min ute. The device is still too new for exten sive field experience, but represents a novel and new approach to the weight, bulk and cost of presently approved equipment. Another recent development is a small portable anaesthesia and oxygen breathing device which is designed for use by medical personnel primarily, but which has obvious application as a "setf-resaier" for escaping toxic atmospheres. The device consists of a face piece with pressure limiting valve, an aluminum central body, a soda time canister in volumes of lOOcc to SOOcc, two aluminum cylinders, each containing three liters of oxygen, and a six liter rubber rebreathing bag. Using the device for escape, it is claimed a young male adult walking three tnph can travel safely for 1100 yards using a 200cc soda lime canister, and 1800 yards using a SOOcc canister. Since the complete unit weighs less than two pounds, and the oxy gen cylinders are pocket-size, the dance may rightly be called pocket-size, and, in the hand* of trained personnel, should be useful for self-rescue oxygen inhalation or resuscitation. .VanfmHicr, Training and Medical Precautions In discussing respiratory protection, we have shown the importance of breathing "good" air, briefly reviewed the major air contaminants, and discussed briefly appara tus available. We have stressed the limita tions of each type rather than the advan tages, since we believe that limitations were not as widely appreciated as advantages. The ideal breathing apparatus has yet to be developed. We have tried to create the im pression that a thorough knowledge of the particular apparatus used is essential for its safe use under various conditions. Maintenance of the apparatus in first-class condition so it is immediately ready for use at any time is likewise important Metal parts of apparatus will wear, tarnish or corrode; rubber parts will slowly "age.'* Facepieces will take a "set" and must be discarded. Cylinders, regulators and valves 22 cm demand-type apparatus must be checked frequently for leaks; canisters on industrial or universal service masks or chemical cart ridge respirators must be replaced. Washing the facepiece with an antiseptic volution or soap, rinsing in dear water, and drying will assure that sanitation and clean liness is not neglected. This also prolongs the useful life of the facepieces. Proper storage cooditions and frequent checking for deterioration are as important with respira tory protective equipment as with fire ex tinguishers, parachutes and life-lines. TRAINING DEFICIENT Training is the third, and perhaps most important leg of the triangle of respiratory safety. There is serious deficiency in this phase of the respiratory program. Putting on a device for a few minutes ooce a year Is not adequate training. The U. S. Bureau of Mines Health and Safety Activities, through its district and sub-district offices, conducts training courses in first-aid, and also in the use of various emergency breath ing apparatus. The course can be modified to meet spe cial needs cm request. Addresses of offices which offer these courses may be obtained by contacting the Health and Safety Divi sion of the Bureau of Mines, 4800 Forbes St, Pittsburgh 13, Pa. This service of the Bureau is available to the mineral and allied Industries, as well as to governmental agencies. The Bureau has at each of its Health and Safety field offices throughout the country mine-rescue eqtapmatt, and will make it available to trained personnel in any emergency. During training, breathing apparatus should be worn for relatively long periods, in dark and confined rpaees, rlbribing hills or stairs, duplicating ah mama] labor ex pected, and in smoke-filled atmospheres by hand-carried lights while performing work. Smoke generators are available, which wilt quickly fill a room, a basement, a tunnel or a small building with a smoke that is real istic, but which is relatively harmless and ran be ventilated out without any damage. The "buddy" system and team drill should be practiced, as in a real emergency. The use of life lines should be a part of this training, and should be a standard part of any underground, tank or smoky operation. Chemical Industries Signals as used by mine rescue teams based on OATH (0=0K=1 puU; A-advance=2 pulls; T-talce-up=3 pulls; H= CASE HISTORIES AMMONIA help--4 pulls) should be employed and The iaridmt in question took place in stand-by men, ready to enter the area for Singapore; Malaya, during the early days rescue, should always be on hand. of the war 1942, just prior to the fall of the Hand-carried short-wave two-way radios dty to the Japanese. may also prove useful for communication Our ship was tied alongside the docks, between base and field party. When used having just completed a miwm `Hie city in atmospheres which may contain flammable was under air attack continually, so that we vapors or gases, any electrical devices should maintained a full scale Battle Watch, ready have a "permissible" rating by the Bureau for any emergency. It was after one of of Mines for the gases or vapors involved. these raids that a strong odor of ammonia was observed on our ship; our blower venti PHySICAL * EXAMS LACKING lating system was picking it op. Investiga The need for proper physical examina tions for persons wearing onergcncy equip ment has not always been appreciated in the past. A regular program of physical check ups with particular attention to the respira tory and circulatory system as well as general physical condition probably would have prevented some cues where inhalation of a smoke combined with physical exertion with or without respiratory protection, has produced serious illness. Pulse rates before, during and after ex ercise, general physical condition, moderate weight, good eyesight and proper teeth aline- ment (where mouthpiece breathing is in volved) are considercl tital to pro*training by the Bureau of untruetors. A practice of not peimiiuug pci1sums to leturn unprotected to smoke or ftein* alter they have been overcome and leiired, would help prevent more serious inhalation effects. Such restraining action may require physi cal force to implement it in practice, since a patient who is partially recovered from fume or smoke inhalation may display highly irregular behavior. One wiwm,nihtM j* that persons sufficiently exposed to smoke and carbon monoxide to require traatmmt should not return to active dmy less ***** lour to six hours, while those who have been rendered semiconscious or ancauoous should rest 24 to 48 hours. Property maintained breathing apparatus, tion by our shore patrol informed us that a large cold storage plant had been hit and that the local fire department was attempting to rescue several members who were trapped inside the *tF"gv Our fire and rescue section was dis patched to the scene at ones; we were equipped for such work with demand-type breathing apparatus, with proper protective equipment and safety lines. Upon arrival we were briefed as to the pint layout and the possible loration of 10 men mtide the build ing with a British type n*ni*** mask for protection. We entered the area, working in pairs, and dmlag the next 20 minutes removed 10 firemen, who had been well trained by the best of British methods, but unfortunately ill equipped for such violent conditions. When fwad. a& max were tmeoasdous and upon removal from the building were rushed to the hospital, oxygen being admin istered enronte by a fine Australian medical team. Of the 10 men rescued, six died from the effects of aneimuia inhalation, four men recovered completely. During the entire operation neoe of our team experienced any breathing difficulty: the teaching of damage control, fire and rescue work by Naval standards are very good. Their careful selection of reliable equipment has been the result of careful re search and experience; used with full appreciation of its fintita- NITROGEN IN AIR-LINE tions, by healthy persons, properly and ade RESPIRATOR quately trained, will eliminate most "hue" Employees in an area were required to disabilities in the future. However, the breathing apparatus for all ippfkirinrw las not beta developed, and may not be devel oped until there is ^ for k. use. air-line respirators as a precaution against inhalation of radioactive particles. The air line was also used to provide iastmnent air. 23 1957 National Safety Congress FILMS 1. Mechanisms of Breathing (EBF) 612.2-1, Pennyslvania State University, Audio Visual Aids Library, State College, Pa. or Encye. Brit Films, Inc 1150 Wil mette Ave, Wilmette III, (16mm sound, 11 min), 2. Oxygen, 16mm sound, 10 min, B&W and color. Coronet Films, Coronet Bldg. Chicago 1, 111. 3. The Air We Breathe, 16mm sound, 26 min, B&W; Mine Safety Appliance Co., 5-45 49th Ave, Long Island City, N. Y. or local sales office. 4. The City That Disappears (Los Angeles), 16mm sound, color, JO min, (Stanford Research Institute, Menlo Park, Calif. 5. A Report on Smog, 16mm sound, color, 20 min. (same source as 4). 6. You Bet Yarn Life, 25 min, 16mm sound B&W, available same source as 3. 7. Use of Oxygen in Aviation, T FI-4595, 22 min,, 16mm sound, color, same source as 8. 8. Oxygen, In-Flight Requirements, TF-I-5Q38A, 25 min, 16mm sound, color, Air Force Training Films, Eastern Film Exchange, 1356 Film Library Flight (APCS) (MATS), Marietta Air Force Station, Marietta, Pa. 9. Oxygen-In-Flight Equipment, TF 1-5038B, 30 min, I6mm sound color, same source as 8. 10. The Physiology of Anoxia, 30 min, 16mm sound, B&W, same source as 11. 11. The Breath of Life, 10 min, 16mm sound color, H. J. Polk, Oxygen Therapy Dept. Unde Air Prod. Div, U.C&C, JO E. 42nd St, .New York 17. N'. Y. 12. Safe and Efficient Oxygen Therapy, 20 min, 16mm sound color, aTaiL same source as 11. 13. Nitrogen Inhalation Therapy, 10 min, 16mm silent color. Dr. H. E Hirnwich, Galesburg State Research Hospital, Galesburg, 111. 14. Sotvey Chlorine Emergency Devices, 16mm silent color, 40 min. Research Dept, Solvey Process Div, Allied Chem. & Dye Corp, Solvey. N. Y, or local Solvey sates branch off. 15. Use of the Air-Chem Suit, 16mm sound, 30 min. color. Cost Reduction Scctiao, Chamber Works, Organic Chemicals Dept, E. I. DuPont deNonours & Co, Inc. f Penns Grove, N. J.) avail, both with magnetic sound tract & regular optical sound tract. 16. Breathing Apparatus. Fire Dept. Training Film, 16mm sound B&W, 30 nun. Public Relations sect Los Angeles Fire Dept, Los Angeles, Calif, also avail, as Navy Train. Film 17. Breath of Life, 16mm sound, color. 10 min, Scott Avia. Corp, Lancaster, N. Y. 18. No. 2 Training Film, 16 sound B&W, 20 min, Scott distributors. 19. Damage Control, Oxygen Breathing Apparatus, MN-6931A, 16mm sound, B&W, 22 min. Navy Train. Film, U. S. Naval Train. Aids Center, E. Coast, 207 W. 24th St, N. Y. 11, N. Y. 20. Rescue Companies, 16mm sound 30 min, by Warwick & Tompkin, Public Rela tions section, Los Angeles Fire Dept, Los Angeles, Calif. 21. Nerve Gas Casualties & Their Treatment, 16mm sound color, 30 min., State CD Offices, or thru the Federal CD Admin, Battle Creek, Mich, on Fed. contribu tions prog, or thru W, B. Jacques, E. R. Squibb & Co, 745-5th Ave, New York, N. Y. 22. Gas Obstacle Course, TF-14440, 16rem sound, B&W, 19 min, 1943 (Air Force) same source as 8. 23. The Effects of Weather on the Travel of Smoke Sr Gas Clouds, TF-t-4666^ 16mm sound, B&W, 21 min, 1949, avaiL same as 8. 24 Chemical Industries A regular compressor and a standby com pressor were provided on the air line. Over a week-end, both compressors were out of service, so bottled nitrogen was manifolded into the line by a temporary jumper con nection to maintain instrument air pressure. An employee, aware of the circumstances, was told to wear a filter-type mask. By habit, however, he altered the area and was found dead several minutes later due to nitrogen inhalation in the air-iine respirator he had worn instead of the filter-type mask. Breathing air systems, using an approved compressor or tank system, should be closely supervised and used only for breathing. Employees whose work takes them out of contact (visual or audiablc) with others should be closely supervised. Human error caused this fatality. CARBON TETRACHLORIDE AGAIN Bunker C oil leaks had sprayed oit over the wails and ceiling of a small boiler room. Fearing the fire hazard which might result from using kerosene on the electrical equip ment, the plant engineer had four men use a bucket of carbon tetrachloride with a tong-handled brush. Respirators of the proper type were pro vided and worn, but due to a part and poor fitting on one mask, one of the men became ill and was hospitalized three meek* with typical carbon tetrachloride poi soning symptoms. A properly adjusted respirator, a less toxic solvent (such as l,l,l-trichk>roethaoe). and ventilation--any combination of these measures would have prevented this injury. It was also noted that the injured man occasionally consumed alcoholic beverages-- a contra-indicated action in solvent areas. PHOSGENE A chemist suffered a major injury when phosgene gas containing dissolved HC1 es caped from a cylinder too fast for the cap acity of the hood. The chemist was wearing a Type N universal canister mask, but he noticed that his eyes were irritated when he took the mask off moments later in the fresh air. Two men who worked alongside him were wearing air-tine respirators and did not smell phosgene nor notice any eye or throat irritation. The chemist was hospitalized for 10 days from a toxic exposure to phogene fumes, and was absent from work for about one month. The two other men suf fered no ill effects whatsoever. NO RESPIRATORY PROTECTION A chemist was decomposing a reaction mixture containing phosphorous oxychloride in a hood by pouring it over ice onto a four-liter beaker. While his back was turned, the reaction became violent and the mixture overflowed onto the hood floor. A small amount also spilled onto the laboratory floor, since he did not have a catchpan under the beaker. He directed his laboratory assistant to leave the room promptly, but stayed behind to throw some ice on the spill on the floor and open windows. He re-entered the labo ratory after 10 minutes, when the fume* had subsided considerably, and cleaned the spilled material off the floor. This required 10 minutes, during which period he inhaled some of the fumes, chiefly HCl. He did not use any respiratory protection, although it was available. He did not notice any ill effects that day, other than eye and throat irritation, but he was hospitalized on the following day for bronchial and pulmonary congestion. He was in the hospital for four days. A vertical catalyst bed was being redded out to remove solids. Dust and fumes from the solids being discharged at the bottom of the reactor were sufficient to cause coughing and discomfort to the operator, although spot ventilation was being used at the top of the column. The operator continued to work out his shift, but that night he had an attack of nausea and vomitting, accompanied by per sistent coughing. Following a recurrence of die original attack, he was admitted to a hospital for four days. An air line respirator was readily avail able, although the magnitude of the dust hazard was not fully appreciated at the time. ** During the operation of a small scale reactor housed in a barricade, it was nec essary to enter the barricaded area and with draw condensate every half-hour. This re moval consisted of opening a valve at the 25 1957 National Safety Congress bottom of a condenser to check for and re move any unconverted by-products. In per forming this operation it was necessary to discharge some vapors to insure complete withdrawal of the condensate. The injured had been doing this during his shift without using the air-line respi rator which was prescribe! protection equip ment for this operation. In addition to this exposure, he had entered the barricade during the early part of the shift to make minor repairs to a leaky blower. The injured worked for several days with no apparent ill effects. While at home he developed a fever and shortness of breath which was subsequently diagnosed as acute bronchial asthma. He was home for three days. In this case, the injured failed to obey wrmcn and verbal instructions to wear an air-line respirator, and the injured's shift leader failed to enforce this rule. Since then, all operators in this group have been reinstructed in the necessity for observing regulations regarding barricade entry, and have been informed that repeated violation of safety regulations may constitute grounds for dismissal, WRONG TYPE ifASK An employee washing out a chlorine tank car passed out due to insufficient oxygen. A fellow employee put on a Type N uni versal canister gas mask and entered the car for rescue purposes. He, too, passed out and it was necessary to use self-con tained breathing apparatus to rescue both. Fortunately, both men recovered. built up enough to activate a sprinkler head, which transmitted an A. D. T. alarm. Since very little smoke was visible external to the drying room (which was held at approx. 150*F) the first firemen went in without any protection. They were quickly over come. Members of the rescue company followed dosely behind using Type N universal can ister masks. These functioned well on the sixth floor outside the drying rcom, but in side, one of these five men was overcome. The other four heeded the wanting sign of "overbreathing" and retreated to fresh air before being overcome. These same men returned to the room after donning selfcontained breathing apparatus. In all, 30 men were overcome in this multiple alarm firt^-tnultiple only because all men from the first companies were overcome. .All the firemen recovered. NO RESPIRATORY PROTECTION A chemist was preparing to use hydrogen sulfide for a determination and when the valve was opened, a leak developed because a washer did not seat property. Before the employee could dose the valve, the hydrogen sulfide was ignited by the flame from a bunsen burner located in the same hood. In an attempt to dose valve, the employee re-entered the room, without wearing protective equipment, was overcome, and struck his head on the edge of a bench as he fell to the floor. He was res cued by another employee who was wearing a demand self-contained breathing appara tus. He was hospitalized for three months and as a result of this incident lost his sense of smell. Fire was located in a drying-storage room of steel construction, measuring 8 feet x SO feet x 30 feet closed by an absestos curtain at one end. There was no possibility of ventilating. The room was located on the sixth floor of a factory and contained a large quantity of "wood flour" (pulverised saw dust), used in casting ornaments, con tained in 100# bap. Fire was started by an electric motor in the rear-most portion of the room. The fire had smoldered for some time and this room was heavily loaded with smoke, and obviously a high CO and CO* content. Alarm was sounded when the heat finally ANOTHER SOLVENT INCIDENT Two electricians, journeyman and appren tice; were working in a concrete pit-- four by six foot top opening and standing on the bottom, the ground level was in the proximity of their eyes, nose and mouth. Repair of the smalt motor involved using a solvent an inhibited grade of 1,1,1-trichloroethane. Approximately 10 minutes after en tering the pit, the one dectridan appeared to be swaying, somewhat in a stupor and somewhat incoherent. A combination of lifting and pushing forced the man out of the pit. The other dectridan used the lad der in leaving the pit. 26 Chemical Industries A few minutes exposure to fresh air and the "overcome" dectridan stood up and walked to the dispensary. ^Examination re vealed him to be coherent and no signs of narcosis. He rested for about half an hour and returned to his job--by this time the job in the pit was completed. A few pertinent facts are in order: sol vent was not spilled on the floor of the pit, the "overcome" dectridan had returned to work that morning after being off for sev eral days due to a bronchial inflammation, and the other electrician never demonstrated or mentioned any ill effects. INERT GAS IN TANK CAR A tank cleaner entered a tank car (which had previously contained caustic soda) and started to wash it down with a hose with the bottom outlet open After failing to reappear in a normal time. nrrestigation re vealed the man tying in the bottom of the car. Upon removal aad attempts ax resus citation, it was determined das be had died as a. result of weak alkali sofotion having been taken into the respiratory tract. This is strong evidence that the men gas used to unload the or was a byproduct of chemical operation, tow in oxygen and could have contained carbon dmridr. carbon monoxide, nitrogen and other constituents. Upon checking the air oxygen sad 2000 ppm of reducing gases which wwdd ccenoonly be reported as carbon axeaxsdt. Inasmuch as the coroner's report stated that the man fcfl tn the bottom of the car apparently dae to beat exhaustion. there was no significant pntBriry concerning this incident. Corrective hare been taken to avoid any recurrence. TANK JOB CL.4IMS LIFE A maintenance mechanic lost bis lif^ and his assistant narrowly ^ is tank inci dent. Repair work had been scheduled inside the tank to begin after lunch, and two men as signed to the job. The mechanic decided to lock over the job about 11 JO ajn. and went into the tank after sending his helper for certain supplies. The inert gas (which con tained essentially nitrogen with small per centages of CO and CO*) supply to the tank had not bees shut off, since the me chanic had not informed anyone of his entry. The mechanic was quickly overcome. Hts helper returned a few minutes later, shouted for help, then went into the tank to aid the first man who was unconscious. Before help arrived, the helper was also overcome^ but both men were promptly re moved to fresh air. The helper was suc cessfully revived, but the mechanic could not be brought back to life. Failure to fallow established tank-entry procedures was the reason given for this fatality. INERT GAS Two men entered m kettle to repair an agitator, which is normally a two day job. On the first day nothing rnnsual happened. On the second day the own went into the kettle worked for as hoar, aad came op for a coffee break When they re-entered kettle, they began to fed weak They were actually too weak to oat at the man hole after 15 --oura>. bat fisaSy trawled out. They amt as they xtypel oat mto the air. After iniestigacsna. it was discovered that one of the os had opened m inert gas line instead of aw air fine. Oose to the top of the kettle was a iwcaon for a hose tine to be piped so lueside the bolding. The hose was eoly half-way down into the kettle. The inert gas was heavier chan air. when they best over to pick up tools, they would get mere gas aned they v*ntr">tly were node ill. .An engineer went down to inspect a kettle. He began to feel sick and came out. Upon tnvetigarioa later they found the kettle had been "blown-oat" with enert gas and did not follow through by removing the gas with proper air ventitaboo. (The engi neer recovered immediately upon leaving the kettle) * A man went into a nou-enameled kettle. The complete kettle was blanked off with exception of entrance. The kettle had been "blown-out'" with inert gas. He was over come. It was necessary to resuscitate the man quite a while before he recovered. ILLUMINATING GAS IN TRENCH Two men were working ta a series of three by seven by seven foot trenches dug along a 75-foot length of a street. While tapping a high pressure illuminating gas main to * jumper tine into a tow 27 1957 National Safety Congress pressure main, a drill slipped and opened a valve in the tapping machine. Gas was re leased into the trench. One man immediately left the trench, but the other was overcome. A laborer standing on the bank observed this, and immediately descended into the trench. He tied a rope around the waist of the unconscious man before he, too, was overcome. Meanwhile the foreman of the job put on an air-line respirator and went into the trench to close the valve. By the time the two unconscious men were brought to the surface by the foreman, one was sufficiently ill that inhalators could not revive the laborer even after a hall-hour of resuscitation. The other un conscious man was revived. The final score: three men treated at hospital for gas inhalation while one man was dead on arrival. MASK IMPROPERLY ADJUSTED A near fatality occurred when an oper ator went to tighten a chlorine tine in the Waste Treatment Plant and the line disin tegrated, thus exposing him to a full blast of chlorine. He had his face mask on, but due to maladjustment, he was hospitalized for twenty-four hours. NARROW ESCAPE A plant protection officer entered man hole to inspect water valves, collapsed after about three minutes, was unconscious for three and one-half hours, revived by artifi cial respiration. If there had not been another officer watching and a truck with a rope on it nearby, this would likely have been a fatality. A six inch artificial gas main 30 feet away had broken and the gas had seeped into the hold. No respirator was worn. METHYL CHLORIDE A leak developed in the methyl chloride compressor which was bring used to transfer methyl chloride from the drier through a tank to storage. The leak was first dis covered by a foreman who had heard the compressor pounding and who entered the area to investigate. Two men inhaled excessive quantities of methyl chloride. An operator entered the area with a filter type respirator, but left when he detected methyl chloride through his respirator. Shortly afterward he was 28 observed staggering and shouting outside. He was wearing a dust respirator. Roth men were given oxygen and sent to the dispensary. Each of the men had a pale white complexion with a bright red over tone. An examination of the compressor after the incident showed a crack along the base of the compressor housing. This was caused by liquid methyl chloride in the compressor. The tank had been full for three days and had been frosted over, indicating the presence of liquid. The incident was caused by attempting to transfer through the full tank. OXYGEN WASN'T THERE! During degreasing operations involving the use of Freon-113 fTrifioorotrichlorocthane), it appears that one operator fell into the tank while attempting to disengage the bas ket. The other operator, without calling for help, immediately entered the tank to go to his assistance. Both men lost their lives due to suffocation in the oxygen-defi cient atmosphere. In fire safety, we have long hammered at the point of calling assistance before tack ling any fire alone. The same point should be reiterated again and again in training personnel where the hazards of suffocation or entrapment exist. In many large chemi cal plants, personnel are often widely spaced and telephones are not always readily avail able at alt locations. In practically all plants, however, a fire alarm box is located quite conveniently to all operating stations. Full ing the fire alarm box summons trained assistance and supervision in a matter of seconds.' Where feasible, employees should be trained to use the fire alarm box instinc tively to summon assistance before attempt ing on their own. in any case where hazard evaluation dis closes the possibility of suffocation or en trapment. personnel should be thoroughly trained to overcome the instinctive reaction to go immediately to the victim's assistance and to summon help first by the fastest available means. HYDROGEN SULFIDE! One man suffocated and two escaped death when exposed to H,S. This accident was caused when a precipi tation tank overflowed and spilled add Chemical Industries bearing liquor on the floor. The liquor drained into a sump near the leach station and was then pumped into a reserve holding tank. Later, pipes from a reserve sulfide holding tank were disconnected, allowing the contents to drain on the floor. The sulfide, during clean-up was washed into the sump and then pumped into the same reserved holding tank. An immediate reaction generated large quantities of H.S, filling the area surrouuding the tank. Una ware of this, three employees entered the area. The first employee coQapscd just as he passed the tank. The remaining two men walked a few feec farther; one collapsed and the other reached a window and called for help. Other members arrived and gave artificial respiration while the ambulance was summoned. On arrival at the hospital, the first employee was pronounced dead. Processing plants and laboratories in the program contain the demons to produce not only gases like HS bat disastrous fires and exptosions as welt. These can occur from an uncontrolled chemical process reaction or. as in this case from improper mixture of two chemicals. Infrequently, storage of incompatible chemicals can be separated physically for safety, which was dooe here afterward. More reliably, however, the em ployees should be instructed folly in the adverse effects of chenhrai combirations possible in the operation. ALIPHATIC HYDROCARBONS A pipe-fitter, aged % was pssed by aliphatic hydrocarbon fames in a pit 2D feet by 10 feet by 6 feet deep is an oil re finery while he and another man were in serting a blank is a pipeline which had been shut off. Both men were wearing breathing apparatus supplies with air from a handpump, a Y piece being used to mppfy the two sets of apparatus from a single pamj*. While working in the pst. the pipe fitter, who was apprehensive and difficult to reas sure, was seen to remove his mask. The safety attendant, who. with the foreman, was watching from ground level, replaced the mask and assured him that it was work ing properly. When the joint was opened, some liquid escaped owing to residual pres sure, and the pipefitter endeavored to come away, but was persuaded to return. Later, when he agam attempted to leave the pit, his airline caught on the bottom of the handrail and impeded his exit. This caused turn to panic and he took off his mask. The foreman and the safety attendant naming to his assistance; pulled him to safety as he collapsed. His workmate con tinued to work in the pit without any trouble , After being given artificial respiration and an injection of coramine, the pipe-fitter was removed to hospital where he recovered. The apparatus which he had been wearing was subsequently found to be in good order, but it was unwise to compel him to work under circumstances of which he was obvi ously afraid. AMMONIA One afternoon, while the engine-room foreman of an ice-cream factory was stand ing near an oil separating unit, there was a report and ammonia liquid and gas issued from the sump. It was later found that the rubber seal between the sighting glass hous ing and the sump had "blown." The engine room was immediately evacuated, the fore man taking with him a canister respirator from a rack. The fire brigade was called and warning given to all employees in the factory. As the concentration of gas was too high for the canister respirator, the foreman was unable to re-enter the engine room to rc.ich the ammonia isolating valve. The gas spread rapidly through the factory area and many of the 100 employees, most of them women, were affected. There was some degree of panic and tome omen were rescued from die canteen by firemen. Sixteen women employees and two firemen were admitted to hospital bat only three persons were detained overnight Seven of the women were sufficiently affected to require notification. Occupants of houses within a radius of 50 yards of the factory were also affected. The firm had already been advised to provide self-contained breathing apparatus and they were again advised to keep apparatus of this land out side the engine room as well as the canister respirators. TWO FATAL ACCIDENTS WITH BENZENE VAPOR In one accident a laborer, aged 23, was fatally gassed and an ambulance room atten dant and a fireman were also gassed while 29 1957 National Safety Congress attempting: to rescue hun. The foreman had given instructions for four of a series of 16 benzol tanks to be cleaned after they had been steamed out, tested and declared free from gas. While the laborer with his workmate was preparing to start work on a tank which had been steamed out, he en quired about another tank which had not bem steamed and was told they were not instructed to don that tank. When the workmate returned after fetch ing a respirator and a lifeline he saw that a ladder and hose pipe had been lowered into the unsteamed tank and that the laborer had unaccountably ottered without a lifeline or respirator. After shouting for help he at tempted to enter the tank, at the bottom of which there was about 12 inches of liquid, but was forced to come out because of the fumes. During the rescue operations a fireman, who in hi* hurry entered the tank without a mask, was gassed, as was the ambulance room attendant who had donned a fresh-air mask and a lifeline bat dislodged his face mask while in the ""W and lost conscious ness. The laborer was given artificial respi ration and oxygen but failed to recover. The other fatal case was a benzol house attendant aged 47, who was found lying prone and unconscious on the floor, which was saturated with benzol He was im mediately dragged into the open air and artificial respiration was started at once, this being continued with the aid of a rocking stretcher, oxygen also being given. Despite this treatment, he was found to be dead on arrival in hospital When the distillation temperature had been reached it was the attendant's duty to reduce the steam sufficiently to allow distil lation to proceed in the normal manner, if this was not done, the crude motor spirit would boil rapidly and would eventually overflow on to the Boor. After the accident, the plant was found to be in order, and it was assumed that the accident was due to the use of too much steam. CARBON DISULPHIDE Following the discovery of a leak at a rotary valve on an electric arc furnace used for the preparation of carbon bisulphide, the manager decided that breathing appara tus was necessary white repairs were being effected and he issued a permit-to-work certificate accordingly. Without being in structed to do so, a laborer climbed up a ladder to the top of the furnace. He was not wearing breathing apparatus and, being overcome by escaping gas, he fell to the ground about 10 feet below. After recovering consciousness he was able to walk to the ambulance room. FOUR CASES OF CHLORINE POISONING In four cases in which only slight expo sure to chorine gas occurred, the effects were stated to have been aggravated by the existence of a previous chest conditioo. One of these cases was a plant operator who inhaled a whiff of chlorine when adding hydrochloric acid to a reaction vessel under negative pressure, after having put in a slurry of sodium chlorite. The doctor who treated him in hospital considered that the inhalation of a small amount of chlorine had "triggered off** an acute attack in a man subject to asthma. A process operator, ages! 32. whose expo sure to chlorine from a Irak in a plant for the chlorinatioa of dimcthybcetal was slight suffered from cough, breathlessness and pain in the chest The chest physician, who found a lesion in the left upper zone and kept him under observation at rest at borne to as.*ess the activity of the tuberculosis tesion, thought the infection was a factor greater than chlorine exposure in ease. A night watchman, aged 58. said to have had a previous chest toodaixm. suffered front a sensation of choking, cough and respiratory tightness following a slight leak <J chlorine from a control valve. The fourth case In this group was a fitter, rged 57, who, with other men was cleaning an air-cooler plant from which some water containing four p.p.m. of chlorine was leak ing. The other men were unaffected by the small amount of chlorine, but the fitter, who was stated to be a heavy smoker, which caused him to cough continuously, became unconscious and suffered from tachrymation and cough. IMPROPER VENTILATION A laboratory technician was cleaning a vessel with a mixture of hydrochloric and nitric adds. The work was being done at a sink an front of an open window. How 30 Chemical Industries ever, there was not sufficient seotifation to prevent the worker from inhaling fumes to make him sick to his stomach. Tbe proper type Canister Respirator was available on the lower floor but the pence was aot familiar with its use NO RESPIRATORY PROTECTION Several spcdfic instances are known okn personnel should have wore protect!ic pap- ment and did not although it waa mtfifiie and the specific persoopd were faoSar with use. For the most part these - involved professional grade pene--d of the "difficult personality** category m Research and Development. Injwic* were in all of these cases from volatile rreranfi. and though injuries were enow eaoegh so hare resulted in lost time, there was. ip fact, no lost time: Fn one instance the ttmployee was con vinced to use recommeoded safety proce dures by a combination of greatly supervisory pressure and alarmist industrial hygiene propaganda. Ia another *"** such stresses produced no apparent effect. RESPIRATORY PROBLEMS We have had people injured while they were wearing respiratory equipment and also we have them injured by not wearing them even though they were available Some of the latter are tbe "Smoke Eater" type who think they can get along without the itud-by equipment. A basic problem with any respiratory protective equipment is knowing the limita tions of a particular device. Actually, the popularity of the self-contained breathing apparatus can be attributed to the fact that its limitations are far leas ting of those that depend on chemicals for air purification. In addition, the operator does not have to be concerned in knowing whether there is sufficient oxygen in the air. In one particular process we were con fronted with a number of stages in which reactants were more or less open to the atmosphere. In spite of a number of spot ventilators there was a prevalence of noxious odors, most free' chlorine. Chlorine is considered here for its nui sance and noxious characteristics rather than for its toxidty. Even small amounts have a definite odor and they usually cause as operator to get out of tbe contaminated area. This latter modestly provided cause for an additional problem and usually ended in a lost tsme injury. Many times tbe indmdnal would go outside for fresh air where k was too cold for his condition. He would catch cold and would come near to developing into paeumooia. Charing the time this particnlar process was being developed, operators got used to the chlorine type odor. At this same time the self-contained breathing apparatus was ace the popular item it is today. A chemical cartridge respirator was what they gener ally carried draped about their neck. Prob ably many times the trouble was located and the mask removed after the contami nated area was under control without the operators* having an exposure. A number of times though, the capacity of tbe cartridge was unknowingly depleted by prior uses. Then again, the general con tamination would instill m the operator the idea that hit mask was O.K. when it really wasn't. The operator would then prolong his trip beyond limits and have an exposure. To sum up then an operator: a. would not know the conditions of his mask because he was generally conditioned to the contaminant. b. would not know the remaining capa city of the mask. e. would realize that the mask was not working but would remain in the area thinking he coutd get by or hold his breath a moment longer in order to complete the job. The second part of the problem refers to the people that do not use the equipment that is available. These are the "Smoke Eaters" or the ones that think they can chance it Even today with the self-con tained breathing apparatus available, this practice continues. I witnessed an entry to a contaminated area (FH fog). This particular entry was made for no good reason at all. Two men were putting their self-contained breathing apparatus on and this fellow decided to go in with a handkerchief over his nose. It turned out that the men wearing self-contained breath ing apparatus made the necessary emergency shutdown, ventilators soon decontaminated the area, and normal entry could be made. 31 y, cAj^x 1957 National Safely Conyress SOAP DUST Our operation is essentially a soap manu facturing plant and the air in our factory is frequently contaminated with soap dust from detergents and dust arising from fine woodflour and comma! We issue our em ployees a dost node (not Bureau of Mines ap proved). The filter element consists of a honey comb construction of whipped foam latex. This device docs a modest job of filtering, however, we have never been complete!? satisfied. Despite the fact that we lave issued masks to alt personnel about half of our personnel prefer to use an ordinary handkerchief wrapped about their face which appears to do a satisfactory job without the unpleasantness of the dust mask.dk ovtuiK nm saceniM aonuTotr nwrccnw omen HAZARD Iron toiaaa < Mitaferautw* Ctnalw 77SZ." 32 LABORATORY AND PILOT PUNT SAFETY (A Sympesiam) LABORATORY BARRICADING OF HIGH PRESSURE AND EXTRA HAZARDOUS REACTIONS by GODFREY J. MOLL chemical engineer. ClBA Pharmaceutical Products, Inc* Summit, N. J. Safety engineers are often called on to formulate or approve plans for laboratories in which high pressure or extra hazardous reactions will be safely operated. In these designs the protective shield or barricade is the only fixed piece of safety equipment which will remain operable 100 per cent of the time. Equipment, instrumentation, and safety devices are all ape to fail at any time regardless of maintenance and inspection. The judgement of the best-trained operating personnel need only be wrong once. The barricade may be considered as the primary afety device. High pressure and extra hazardous re search projects are being carried out in unbarricaded laboratories in many univer sities and at some industrial research centers in the United States. Workers at these in stallations will point with pride at their per fect safety* record, but tomorrow might yield their first and last accident. The manage ment of CIBA PhaniBceutical Products Inc of Summit, K. has recognized the risk involved in not barricading high pressure reactions. Our high pressure laboratory was con structed in a built-up area presenting the problem of not only protecting the operating personnel but also the personnel of adjacent buildings from the effects of missiles and shock waves. A suitable barricade was con structed of 16-inch reinforced concrete with a reflector wall of similar construction eight feet from the frangible wall. Further pro tection was provided by hanging one-half inch wire rope blast mats between the build ing and the reflector wall, which would operate on the ballistic poxhxhnn theory in stopping missiles and dissipating shock waves. This is but ooe approach to the problem of barricading. The question often arises as to what should be considered hazardous enough to warrant the expense of barricading. Some authors feel that when equipment is in stalled to handle inflammable materials at pressures greater than S00 psi the use of some form of barricade should be consid ered. When research at high gas pressures or work on known explosives is conducted the protection of personnel and other facili ties with an adequate barricade must be considered. In small-scale flow experiments where the amount of material in process is small, it is common to use pressures as high as several thousand pounds without special barricades. Once it has been decided to build a barri cade there are still many questions to be answered. The two most important as far as the barricade is concerned are the mate rials of construction and their thickness. MUST KNOW MISSILE If we knew the velocity, weight and shape of the missile and the maximum force expected from an explosion, we could de sign a barricade using a minimum wall thickness. Barricades must be designed to prevent penetration by large missiles at low velocity*, such as reactor heads, and also small missiles at high velocity, such as tub ing, nuts or other small fittings. Penetra tion is dependent upon the velocity of the missile at impact, the physical properties of the missile, and the characteristic of the material used lo construct the barrier. The speed of sound has been suggested as a velocity, as most objects when propelled through air decrease in velocity to the speed of sound. If missiles of higher velocity are expected, the modified Pctry equation for penetration can still be used to calculate a 33 1957 National Safety Congress satisfactory wail thickness. Ballistic tests have shown that if the velocity of missile is twice that of sound, the depth of penetra tion is almost quadrupled. High pressure autoclave heads have sheared eight-inch "1" beams without being stopped and have penetrated as much as 40 feet into dirt embankments before being stopped. A barricade which will prevent penetra tion if designed properly can withstand the blast effects of explosive gases and the shock waves of a detonation within the equipment. The thrust of an explosion should be absorbed by the mam framing of the building behind the barrier and the floor of the cubicle should be of sufficient thickness and weight to resist the turning moment created by the pressure on the barricade. It is assumed that some form of frangible wall or relief area will be in cluded in the design with a recommended minimum of five square feet of relief area for every* 100 cubic feet of volume. Many formulas have been proposed to find the resistance to penetration of various materials. Although most of them have a theoretical basts, practically all involve con stants for different types of materials. The formulas which seem to be the most logical are the sectional pressure formulas. The formula proposal by Pctry in 1910 with additional constants arrived at by Baiant in 1937 for more recent building materials were the standard used in British bomb shelter construction. Knowing the weight and area of contact of the largest probable missile it is possible to calculate the mirimura thickness of any desirable building material to be used as a barricade. CONSTRUCTION METHODS There arc seven basic methods of con structing effect!re barricades in use today: 1. Earth embankment or underground cell 2 Sand bag barrier 3. Rope or steel matting 4. Steel boiler or armour plate 3. Various sandwich-type constructions 6. Reinforced concrete 7. Protection based on the ballistic pen dulum theory Of these reinforced concrete and steel is various forms are the most widely used. For extremely hazardous reactions the use of earthen or underground barricade* provides a maximum in protection at a mini mum in cost. For every eight feet of sandy sod placed between an operator and a re actor the equivalent of one foot of rein forced concrete is realized. The added cost of fxwnplm* remote control operation m some instances might offset the savings afforded by the use of the natural barrier earth. The advantage of soil over the other types of materials can be realized in the construc tion of embankments as safety or reflector barriers to protect the surrounding area. Army and Navy Ordnance have long made use of this type of barricade. As a temporary protective shield a threefoot thick wall of land bogs tilled with dry sand cannot be beat in cost and avail ability. When a hazard is recognized and a shut down would muse delay of a research project, a sand bag wall would solve the problem until a more permanent instaltatirn could be constructed. ROPE, STEEL MATS USED The use of rope mats as protection againR missiles has been practiced many years Steel blast mats have found their maximum use as missile-proof ceilings in instiffatiwit where the roof is part of the relief area. Mats are also hung a few feet away from frangible walls to deflect missiles. As ss additional or auxiliary protective barrier the steel mats canoot be excelled. Modem tanks require a minimum of five inches of steel armour plate to stop high- velocity armour pierdng shells. Fortu nately the missiles encountered in a normal laboratory explosion do not have a propel lant to matotato their velocity and will do- crease m velocity to the speed of sound is air. Sled plates may therefore vary in thickness from a quarter inch to ooe inch according to the severity of the hazard. Accidents involving barricades of the riv eted or bohsd type construction have shown Urns the weakness of the rivet or bolt can produce additional missiles on the operating side oi the barricade. It has been found that a continuous weld on both the ***"4* and outside of the steel plate will provide five times the resistance to shock wave damage a* a single weld on the outside. Steel panels should be fastened M to angle irons or structural members that are as integral part of the building and not bolted to the concrete floor with expansion belts which would not prevent the entire barrier from being overturned by a major explosion. Care must be exercised to pre vent corrosion of the steel which would rapidly lower its effectiveness as a barri cade. , Field tats performed by the Ordnance Department of the U.S. Army have shown -Jot two steel plates with an air space in i<twen are 20 to 30 per coat more resistant to penetration than a single plate whose thickness is equal to. the two plates. This essentially is a sandwich-type construction aad eliminate* the necessity of bracing to cmcase the steel plates* resistance to shock sates. Tbc steel plates are often welded to rwoioch pipes imbedded in the concrete of taw wiuuuic or to four-inch "1" beams stuck an part of the structural stceL RKMJCE SHOCK WAVES By inereducing dry sand into this steel tjadvich n is possible to reduce the shock wave tsnaamifled to the outer member. Other fillers which will not pour through boles drilled for control purposes have been moceuftiQy used, such as cotton batting, rope, wood, and more recently fiber glass rwwlwirw which will also contribute to the wnri of the brailding. Another method of reducing the shock from fiymg missiles ts to place a wooden burner oa Use aside with the steel on the oottide Hus nay also be filled with a desirable filler. Where space is extremely homed the entire sandwich wall can be moorwed an floor outers and overhead trol leys so that it can be rolled out of the way when not required. Steel has ooe distinct advantage over concrete as a material of construction us that it is able to absorb i about 1,600 times as much energy per unit ! volume; hence, enormous masses of con ' crete are required to provide oiergy capaci ty wpavakst to steel. Duraag the war it was shown that masbtv waSs of concrete do not afford un limited protection. A test missile with a velocity of 2JX30 feet per second was able us ytsmiiMt 23 feet of reinforced concrete zad emerge with a residual velocity esti mated at 300 feet per second. Missiles of Chemical Industries this velocity are not likely in laboratory work, and walls of this thickness are out of the question. Many factors determine the effectiveness of reinforced concrete as protection against penetration by missiles. Concrete with a crushing strength of less than 4,000 psi should not be considered for barricade construction. To obtain resistance to penetration, one-half to three-quarter inch reinforcing rods should be placed in both faces of the wall with a maximum spacing of six inches in both a horizontal and vertical direction. Lateral reinforcement with three-eighths to one-half inch rods on a maximum of 12 inch centers would decrease scabbing os the outside of the walL One laboratory uses an "anti-scabbing" plate of steel on the operat ing side to guard against spalling. Welding at all intersections would provide additional protection against penetration. Data from the Bureau of Yards and Docks on the use of reinforced concrete is included In the Appendix. There is a wide spread of opinion as to what is an adequate barricade, which ts evi denced in the manner in which the various laboratories have constructed their barri cades. The type of research conducted de termines the best type of barricade to use. One research laboratory has an extremely flexible system using one-half inch steel plate as the barrier. The high pressure equipment is mounted on a one-half inch steel plate welded to two pieces of six inch channel iron to which a front one-half inch steel plate is welded and braced. This as sembly is placed into a -cubicle which has a frangible wall and relief type eating The necessary facilities are connected from the outside through steel overhead hatches. The front panel is fastened rigidly only at the top which in case of an explo sion will allow the unit to take advantage of the ballistic pendulum theory developed by Robins in 1740. This flexibility allows the shock wave time to burst the frangible wall without creating undue stresses in the barricade wall. Having established a satisfactory method of barricading a reactor, care mutt be taken not to reduce the effectiveness when intro ducing the remote control systems neces sary for operation. Openings for tubing, control rods, visual inspection, and other 35 1957 National Safety Congress Chemical Industries necessary breaches of the barrier must be engineered fo u rwt 10 weaken the waJI. If the method of entry to the hazardous area is to be through the barricade wail, the closure used, whether it be a sliding or swinging door, should be designed to with stand the same conditions as the barricade itself. Baffled entries leading into an oper ating area have not proven satisfactory* for stopping or dissipating blast waves which are not affected by turning corners. It takes only* about one pound per square inch to hurl a person about and at seven pounds per square inch the car drums arc frac tured. LOOSE ITEMS OANGEROUS The hanging of control instruments and other accessory equipment on the outside of a barricade wall has proven to be a iangerous condition. Shock waves passing through the wall are transmitted to these relatively loose items casting them about the operating area. If at all possible the farrier wall should serve only one function and that is to protect the operating person nel. It should not be weakened by drilling and tapping to support items which could be easily supported in other ways. The physical location of the high pressure or extra hazardous laboratory will determine the type of construction and the need for a safety or reflector wait. Regardless of the amount of open space behind the frangible wall the hanging of a Steel blast mat curtain or the forming of an embankment should be considered to protect personae! who might accidentally wander into this area. When a laboratory is located in a built-up area the reflector wall should be at least as heavy as the barricade itself. Barricades are too often based on the make-it-btg and make-it-thick prindpie. If the operators of high pressure and extra hazardous laboratories would pool thdr ac cident histories, it would be possible to evaluate the various barricade designs and check the validity of the application of bal listic information on missile penetration. Proportions, Strength Requirements for Portland Cement Concrete Nominal Mix Minimum resistance to crushing (cube strength) in Ib/in* within 28 dars after mixing Preliminary Works l :t 2 I.UI/2J 1:2:4 5230 4J75 3300 4300 3750 3000 Empirical Expression foe Peoctrotioa Petry Formula V* Ds=KA*Jog,, (1+------------) 213.000 D--depth of penetration, ft. K--experimentally determined coefficient of penetration ftVlb A--sectional pressure, weight of missile . divided by its maximum cross-sec tional area, Ib/ft* V"unpact velocity. ft/vtc Values of Penetration Coefficient (K) for Various Materials Material K, ff/lh Soft soil............................................ 00732 Soil with vegetation............... 0.0482 Pine wood......................................... 0.0410 Sandy soil..,-............. O.Q367 Oak .................................................... 0.0328 Gravel ....................................................... 0.0205 Brickwork ............................. 0.0205 Stone masonry-................... 0.0117 Concrete (I)................................................ 0.00799 Limestone ........................... ................ 0.0053Si Reinforced concrete (2)............... 0.00476) Specially-reinforced concrete (3)... 0.002&?i 1. 5lass concrete with a crushing strength of 2,200 pit Z Norma) reinforced concrete with a crush ing strength of 3,200 psi and a 1.4 pe* cent of reinforcement 3. Specially-reinforced concrete with ; crushing strength of 5,700 pci and 1.- per cent of reinforcement. I APPENDIX Sand Bag Walls--Filled sand bags are 20 inches by 10 inches by five indies and contain one-half cubic foot of sand. These walls require about 40 to SO bags per foot of length. When calculating the depth of penetra I tion, D, the effect of relative c* nor : be considered. If the barricade tliicfcnesg * only 2D, the wall will be penetrated Thr thickness must be not less than 3t> to prv . vent penetration. J 36 Various lerriesdee Used by Industrie! Rtocarch Laboratories Steel 1. 3/8-tnch all welded steel plate with 2 x 2 x 1/4-inch angle iron stiffeners welded with 3-inch welds every 6 inches. 2. 1/2-inch steel plate fastened at the top and weighted-down by the weight of the reactor attached to a steel plat form welded to the front plate and braced by angle irons. Steel and Wood 3. I/Z-inch sleet plate with 3/4-inch ply wood fastened to inside wall. Double Steel 4. 1/4-inch steel plates welded to 4-inch "I" beams, no filler. Double Steel, Sand-filled 5. 3/8-ineh Red plate inside and 1/4-inch steel outside welded to 4-inch *T* beams with space in between filled with dry sand. Steel, Wood, and Sand 6. 1/2-inch steel plate with 2-inches of wood on the inside aid 4 inches of sand in between. Reinforced Concrete 7, 8-inch reinforced concrete. 8, 12-inch reinforced concrete, two com panies. 9, 12-inch concrete with 3/4-tnch steel reinforcing rods on 6-inch centers, both horizontally and vertically in both faces of walL 10. Same, except with 1/2-inch steel rods. 11. 16-inch concrete with 1/2-inch steel reinforcing rods on 6-inch centers, both horizontally and vertically in both faces of wall. 3 companies. 1Z Same, except with 3/4-inch rods on 4-inch centers, and lateral reinforce ment with 3/8-inch rods on 12-inch cotters. 13. 18-inch reinforced concrete. Retnforced Concrete and Steel 14. 18-inch reinforced steel with a steel plate on the operating side to prevent injury from scabbing. 37 FLAMMABLE MATERIALS--SYSTEM FOR RATING by WILLIAM S. WOOD safety engineer, research end development dept* Sun Oil co* Mercus Hoot, Pa. The purposes o this tut spring were as follows: as set up 1. To review published information oq flammable materials. 2. To collect ideas from the members of the laboratory subsection by mesas of a questionnaire. * 3. To present information ca flammable materials as applied to laboratory and pilot plants. 4. To study the deflation of flammable hazard in the hope of impsusing standards of me in laboratories. This last objective could permit the most realistic jemgnilioa of femmablc haranis in laboratories and lead to better control of amounts, improved procedures for safe me and the n m protective measures. Perhaps the most promising approach is that taken by the National Fire Protection Assoc. Committee on Classification of Mate rials under the chairmanship of J. Sharp Qoeener. The three pan proposed classifi cation system is briefly outlined at the bot tom of the page. A questionnaire was made up by the com mittee to find oat how laboratory safety men evaluate the flammable hazard of mate rials frequently found in their areas of work. About ISO questionnaires were mailed out and 30 were returned answered. A few declined to answer of insufficient experience. Others were unwitting to answer the questions as presented and expressed their reasons A number of notes and comments an the questions and their answers are listed fob lowing the question. These remarks were perhaps the most important gain from this effort. NEW NfPA COMM, ON CLASSIFICATION OF MATERIALS Flash Pomt & Vapor Pressure Stability Health Hacard 1. Flash above MO'F 2. Flash 10O-140*F 1. Normally stable 1. Low hazard. No injury if no treatment is given. 2. Reactive with strong 2. Light hazard. Minor in contaminant or catalyst jury if do treatment is given. 3. Flash 73-IWF 3, Reactive with coatami- nants including water. Self reactive at elevated temperature or pres* sure. 3. Major injury if treatment is gives. do 4. Flash below 73"F a. BP over 100*F or RVP below 14.7. b. BP under 100*F or RVP above 14.7. 4. Detonate with shock. 4. Major injury is spite of prompt treatment 38 Chemical Industries QUESTIONNAIRE ON FLAMMAILE MATERIALS I, Please indicate below in order of importance the factors you consider is evaluating the flammability hazard of a material. Gas Liquid Solid 1st 2nd 3rd 1st 2nd 3rd 1st 2nd 3rd Flash Point ............................................ . Fire Point ..................................... . Vapor Pressure.......... .............................. Lower Flammable (Explosive) Limit.., Upper Flammable (Explosive) Limit.., Spread of Flammable Limit ........... Autoignitian Temperature ............... .... Vapor Density ....................... . Boiling Point ........................... Melting Point .................................... . Water Solubility .................................... . Particle Size ............................... Special Properties Impact Sensitivity............................ .. Spontaneous Heating........................... Friction Ignition ....................... . Ignition by Moisture Absorption ...,. Spontaneous Ignition in Air............. Ignition by Moderate Heating ....... Other (Specify) Compatahificy with ocher chemicals .3 2 2 16 4 l 4 t 4 24 1 1 2 92 1 2 13 S 2 2 4 6 l 1 1 62 l 33 2 4 3 3 5 3 l 3S 2 2 23 tI I II 1 53 I 42 2 222 2 1112 l 42 3 3 I3 Means at fire *i**""g ........ Rate of flame spread........... Tuikay .................... Ccnaaeso: The order of importance varies with material and aim with environmental nrmoMisnL TV rtlatiie importance of a chmtcriscac dtpenis on its test value. VFPA Canaan as Qmifiaooo of Ma terials had 35 hazard characteristics. 2 In yotw Sabormtey, da you limit quanti ses of f--le miffrij/j on the basis of items -avtrrf in ftjr Yes 25 No 2 Single Combi- factor nation a. In laboratory areas ........... 10 15 b. In pcoceis m gfaaa ......... 5 9 c In process ie pdoc plants... 1 7 If rfhtinmhiy give an example showing Comments: --Limit solvents aa glass to 1 quart. --Generally keep less than 1 liter of vola tile materials. --Limit solvents m safety cans to five gallons. --Five gallon limit--avoid five gallons in glass where possible. --Limitation based on amount of damage possible if all of the material were to catch fire. --Should be limited, usually oa a combina tion of factors but occasionally on one out standing. --NFPA classification (which ?) --Would allow methanol in dry ice traps in areas not explosion proof since the meth anol temperature would be below the flash point. --Due to nature of work we must disre gard lower explosive limit and provide more than adequate ventilation. --Sodium, metal hydrides, aluminum al kyls, soditsn amide and extremely toxic materials are segregated. --Raney nickel in glycol is not hazard ous, in acetone it is a great hazard. 39 1957 National Safety Congress 3. Do you specify safety cans or other containers for use '* laboratories based on the properties indicated m (l)t Yes 23 No 3 Single factor 13 Combination 10 Comments: --Xo Class 1 or II liquid in glass larger than one quart. --Original suppliers metal containers not larger than five gallon. --All solvents must be stored in safety cans. --Safety cans specified for more volatile flammable liquids, acetone, ethyl acetate, etc --Should require safety cans for larger quantities. Small amounts in glass or plastic may be justified to avoid contamination. --Specified in some cases for large quanti ties. --Containers specified primarily for in surance and toxicity reasons--based on vol ume of use 4. Do you provide special or additional fire equipment based on the properties indi cated in (1)7 Yes 20 SO 5 Single factor 5 Combination 13 Comments: --Provide automatic dry chemical units in hoods where 5-12 liters of flammable* are used. --Combination of extinguishers for vari ous materials. --Provided ot) basis of flammability and reactivity of the chemical with the extin guishing agent. CO* extinguishers used throughout. May be supplemented by dry chemical or pow dered sand for metals. 5. On what basis do you specify Class / Croup D electrical equipment in areas where flammable materials are usedf Do not specify 3 Do specify 22 Comments: --National Electrical Code, Article 500. --Local state laws. --Plant standards. --For all test cells from floor level to about four feet 40 --Where Class t flammables are used or stored --Where Class f or II flammables are used or stored --Where extremely flammable materials are to be used Where high vapor pressure, low explosive limit gases or solvents are used --where highly flammable liquids or gaser are customarily used --Where flammable vapors may be preseit in the atmosphere. --Where large quantities of volatile flam mable* are used ^--Where oxidizing or SamrrBble metal powders are used --Quantity of gases and liquids and de< gree of hazard in (1). --Where spills will occur. Each area analyzed separately and classifi cation made on basis of all factors considered in (I). --All centrifuges and vacuum pomps are equipped with explosion proof motors so they can be used anywhere. 6. Haw would you rate the following with regard to flammable hazard? Check in proper column. Ex- Mod- treme High erate Has- Has- Has- Gases ard ard ard Acetylene ........ 72 Ammonia ........ 3 27 Butadiene ....... .......... 11 11 7 Carbon Monoxide ........ 5 14 10 Coal Gas........... 17 4 Ethylene............... .......... 7 18 3 Hydrogen...................... 24 0t Hydrogen Sulfide . ........ 9 5 15 Methane ......... o 17 6 Oxygen................. .......... 5 8 9 Propane ............... 15 5 General Comments: (apply to gases, liquid! and solids) --NFPA Committee on Classification oi Materials has four categories. --Hazard depends on circumstances of use --An explosives laboratory considered that none represents more than moderate hazard assuming (1) Control of quantity. (2) Skilled and trained personnel and (3) Proper laboratory equipment Chemical Industries How would you rate the following with regard to flammable hazard? Ex Mod treme Htqh erate Has- Has- Has- Liquids ard ard ard Acetic Acid (Glacial) .. -- 4 25 Acetone .............. 15 8 Benzene ....................... Carbon Disulfide ....... 22 18 7 6 l Cellosolve............. 3 21 Cyclohexane .........,, 7 14 7 Diethvl Ether ........ 65 Ethyl Alcohol .......... J 13 17 Gasoline ............. 14 7 Isopropyl Alcohol---- .. 1 It 17 Kerosine .............. . 2 29 Methvl Alcohol ........ .. 3 14 14 Methyl-ethyl-kctone . .. 3 19 8 n-Hexane ................. . .. 6 18 6 Oleic Add ..................... -- 25 Stoddard Solvent-----Turpentine ..............- 6 22 4 22 Comments: --Low hazard category designated by one respondent for 10 liquids including MEK. --Very moderate hazard designated by another for ceHosolve. cyclohexane, kerosine, oleic add. --Alcohols, methyl, ethyl and isopropyl were considered extremely hazardous be cause of flammable limits. S. Haw would you rate the follmoing nifh regard to flammable hazardl , Ex- Mod- treme High erate Has- Has- Has- ard ard ard Benzoyl Peroxide .. ... 18 6 4 Cellulose Nitrate . . ... IS 9 3 Excelsior .......___... 1 7 18 Li Al Hydride ..... 93 Lithium ............... ... 8 12 4 Magnesium Chips . ... 4 16 7 Paraffin Wax.......... 2 23 Phosphorus Yellow , ... 14 4 5 Potassium ................ 10 2 Raney Nickel .......... 8 13 2 ...Sodium ............... Sulfur ..................... . 11 2 6 21 Comments: Cellulose Nitrate Dry--extreme hazard Wet--moderate hazard General comments on the entire question naire. Cannot be rated without knowing condi tions of use. The questionnaire showed how little we knew about properties of hazardous materials. Most standards are based on NFPA recommendations. One NFPA_ sub committee is covering "dangerous reactions." Demonstration of flammable hazard of alcohols suggested. (Put alcohol on rag. place in can, shake, ignite.) Conclusions from resu'ts of the question naire. Although flash point and flammable (ex plosive) limits are the most widely accepted criteria of flammability, most people take other properties into consideration as well. Sometimes one particular property other than flash point will carry great wright as for example, shock sensitivity, reaction with water, spontaneous ignition or low ignition temperature. Notations as the questionnaires returned showed that knowledge of the environmental conditions and of the properties of the indi vidual material are essential to the proper evaluation of flammable hazard. Some answers indicated a lack of infor mation about the properties of materials and also an insufficient grasp of the signifi cance of the properties listed in literature. Laboratory safety men need the best in edu cational background, adequate information sources and then constant study to prepare them to do an adequate job. Recommendations: I suggest that this committee be continued and that it work closely with others such as the NFPA Committee on Classification of Materials contributing such ideas as may stem from laboratory experience. To this end a complete bibliography and library of information on classification sys tems should be maintained as a service to the subsection. Information on new com pounds and materials should be sent to the committee for general reference or distribu tion. Another suggested activity is the collec tion from many people in the laboratory subsection of accounts of fires they have had involving flammable materials. Large or small they would help instruct all of us in proper measures for fire prevention and extinguishments^ 41 Chemical Industries TOXIC CHEMICALS by R. V. MONTES.LO Research division. National Cash Register eo., Dayton, Ohio We do not have to (et them die! Many millions of man-hours with no lost time due to serious injuries to employees are being* worked in one of the most hazard ous occupations of all rimes, the field of atomic energy* This is possible only because the hazards are recognized and the proper precautions to preserve human life are faithfully observed. Great strides have been made in over coming many occupational diseases which a few years ago due to a lack of safety knowl edge meant a serious loss of health and even death. This improvement has come about not without much personal effort on the part of many individuals either singly or through committee action. The laboratory sub-section of the Chenical Section of the National Safety Council has appointed a new committee to study the problem of Toxic Chemicals. The members of this committee arc John E, Fox, Mon santo Chemical company, Texas City, Texas; Robert A- Quisno. Hill Top Re search Institute. Inc, Miamiville, Ohio; and Ralph V. Montdha. National Cash Register company, Dayton, Ohio. information decentralized Today there is modi good and useful in formation on the toxicology of dangerous chemical materials. The unfortunate part is that this information is not available in any one place. Talk to any two people on the subject of toxicology and yon soon realize thaf each will have some different source of information about dangerous chemicals. A study of the availability of information regarding the hazards of chemicals used in the chemical laboratory or pilot areas shows a rather varied list of sources for this type of information. Virtually every technical magazine fea tures articles from time to rime on some hazardous chenical or process which yields hazardous ehemcaj by-prodnetx. A check on 42 the number of scientific magazines estimated by one librarian revealed 50,000 current world-wide publications. When we consider the field of insecticides, pesticides and herbi cides, we find important safety articles m magazines that arc distributed hi the subur ban and farm home. If we move over to the field of paints and organic coatings and finishes, we find in addition to the technical magazines, interest ing articles in such magazines as the Ladies Home Journal. Countless articles covering a wide number of hazardous chemicals are published hy various governmental agencies, it is indeed fortunate that manufacturers of new chemical products both raw and finished materials go to great lengths to thoroughly analyze their products to obtain toxicological data. COLLEAGUES EXCHANGE NOTES This information if available through if the manufacturer and may not appear in || published form anywhere else. The practice u of writing to a colleague with particular experience in the field of the new chemical is believed to be widespread. Supplementing all this information on dangerous chemicals with bocks on specific fields like the sol vents, with the m.iny excellent safety articles in safety magazines, and with the wealth of unpublished information in private, univer sity, and industrial laboratories, we are impressed with the formidable task required to be well informed on toxic chemicals. The tremendous growth of chemical re search in recent years has created an ex panding field of industrial toxicology. One author estimated that more money w 1 spent on chemical research in the past eight years than was spent in all of the rest of this century. This committee aims to cooperate with all persons promoting safety in the use of toxic chemicals so that the hazards of these materials to human health can be recognizee and proper protection used to meet these hazards in the most efficient manner. Deciding which chemicals are toxic and those that are not depends upon the defini tion one chooses. IVtbtier's dictionary, for instance; defines the word, toxic, as "1, of, pertaining to, or caused by poison or a toxin 2. Affected by a toxin 3. Poisonous.'* Handbook of Dangerous Matenalt by Sax lists "toxicity as the sum total of all harmful effects upon a warm-blooded ani mal.'* It goes on further to explain that "toxicology is the study of the manner in which these toxic materials produce their poisonous effects on the body." VARIED DEFINITIONS In the new, completely revised and en larged edition of the Handbook of Danger- out Materials by Sax which is entitled "Dangerous Properties of Industrial Mate rials'* toxicity is defined as "The ability of a chemical molecule or compound to produce injury once it reaches a susceptible site in or on the body." It goes on to state that "Toxicity hazard is the probability that injury may be caused by the manner in which the substance is used." The new definition of toxicology is: "In simple terms, toxicology may be defined as the study of the action of poisons on the living organism. Industrial toxicology is concerned with the human organism and consequently lies within the broad field of medicine. Since medicine cannot be con sidered an exact science in the same sense as chemistry, physics or mathematics, toxi cologic phenomena cannot always be pre dicted with accuracy or explained on the basis of physical or chemical laws. It is this unpredictability which frequently re duces conclusions and decisions to opinion rather than fact." The Manufacturing Chemists* Associa tion states in their Manual L-l, under Warn ing Labels, "POISON--A chemical or mix ture of chemicals which falls within any of the following categories: a. Produces death within 48 hours in half of a group of 10 or more labo ratory white rats weighing 200-JOG groms at a single dose of 50 milli grams or less per kilogram of body weight, when administered orally; or b. Produces death within 48 hours in half or more than half of a group of 10 or more laboratory white rats weighing 200-300 grams, when in haled continuously for a period of one hour or less at an atmospheric concentration of two milligrams or less per liter of gas, vapor, mist, or dust, provided such concentration is likely to be encountered by man when the chemical product is used in any reasonably foreseeable manner; or c. Produces death within 48 hours in half or more than half of a group of 10 or more rabbits tested in a dosage of 200 milligrams or less per kilogram body weight, when admin istered by continuous contact with the bare skin for 24 hours or less." The writer has associated toxic chemicals as those materials which enter the body by the nose, mouth, or skin and produce an adverse effect on the blood composition. This change in blood composition is such that the vita! organs (liver, heart, kidneys, etc.) are restricted in performing their life giving function* and death can result. TOXIC CHEMICALS ABSORBED If the above can occur to the operator through absorption into the body by any chemical handled in a routine fashion which is normal for that class of chemical mate rials generally considered non-toxic, then the material is a toxic chemicaL The committee has received many valuable suggestions on areas of interest to our sub ject. One letter suggested that a large compila tion of references on toxic chemical* avail able to all interested persons would serve immeasurably to further the cause of safety in the chemical field. There is so much new information bring printed that the books that we have become accustomed to using are soon out of date. Work has already started on this idea. A list of references has been compiled and is available. White the list is extensive, it is not believed to be complete. Another letter suggested an index of toxic chemicals. Such an index may be a re finement of just a straight-forward com pilation as suggested in the first letter above. The references could be catalogued accord ing to the chemical name, the common name, or perhaps by the type of industry in which the laboratory or pitot plant is associated. 43 1957 National Safety Congress PUtUSH CASE HISTORIES Still another tetter recommended publish ing actual case histories of the misuse of toxic chemicals and their results. Since the same toxic chemicals are used in many laboratories or pilot plants, it would no doubt be worthwhile to make available in formation of this kind. Setting up a toxicology chart was another idea received. This chart could contain columns giving the name of the toxic material, maximum allowable concentration, appearance, the type of operation where this material would be used, how it is absorbed by the body, the symptoms, first aid and the safe way to use the chemical. These are all good ideas but your com mittee on Toxic Chemicals needs more in formation both on an expansion of the pre ceding ideas listed as well as new ones. It is the responsibility and moral obliga tion of each of us to do what we can to further the cause of safe practices which will prevent suffering and the loss of human life. Please send your ideas on the use of toxic chemicals to R. V, Montello, Re search Division. N'ationai Cash Register Company. Dayton 9, Ohio^k A BIBLIOGRAPHY OF TOXIC CHEMICALS Spared by: Task Chemicals Committee, Laboratory aid Pilot Pfaot Groap, Cboaiica) Soctiaa of Hw National Safety Coaacil This compilation of references on toxic chemicals is made possible through the coop eration of the following committee members: John E. Fox. safety director of the Mon santo Chemical co_ Texas City, Tex.: Robert A. Quisno. president. Hill Top Re search Institute, Inc., Miamiville, Ohio and Ralph V. Montello, head, materials dept- Research Div., National Cash Register Co., Dayton. Ohio. Assistance was also given by J. B. Black, department of health, education, and welfare; A, K. Christian. American Viscose Corp.; H. H. Fawcett, General Electric Co.: and J. N. Romine, Phillips Petroleum Co. The scope of this work is aimed at pre senting a list of references on the toxic chemicals useful to members of the chemical industry*. It covers books and periodicals. BOOKS 1. Toxicology and Hygiene of Industrial Solvents. Lehmann and Flury, The Williams Sc Wilkins Co. 2. The Symptoms and-Treatment of Acute Poisoning. G. H. W. Lucas, Toronto, Clarke, Irwin ft Co- Ltd- 1952. A Handbook of Emergency Toxicology. bv Sidney Kaye, Charles C. Thomas, Publisher. 1954. 4. Aeridemt Prevention Manual for In dustrial Operations, 3rd Edition, Na tional Safety Council, t955. 5. Dangerous Properties of Industrial Ma terials, by Sax, 1957. (This book is the latest work by Sax and follows his Handbook of Dangerous Materials.) 6. Encyclopedia of Chemical Technology. New York, Interscietce, 1947. v. 12 7. Manufacturing Chemists Association. Safety in the chemical laboratory. New York, Van Nostrand, 1954. 8. Pieters, Honore A. Safety in the chemical laboratory. London. Butterworth. 1951. 9. National Safety Council. Supervisors safely manual. Chicago, 1956. 10, Association of British Chemical Manu facturers. Safety rules for use in chemical xcorks, London, 1952. 11. Macfarlane, Donald I. Safety in indus try; and introduction to the protection of personnel New York, Philosophical Library. 1955. 12. Blake; R. P- ed. Industrial safety. 2d d. New York. Prentice-Hall, 1953. 13, The Merck Index of Chemicals and Drugs, Merck ft Co- Inc., 1952. Chemical Industries 14. Poisoning (Home and Farm), M. N, Gleason. R. E. Gossdin, H, Hodge, The Williams ft Wilkins Co- 1957. 15, Accidental Poisoning in Childhood. Edw. Press, American Academy of Pediatrics, ISO! Hirunaa Avc, Evans ton, III. RA 1216-AS2. 1956. 16. Toxic Solvents, Dr, Ethel Browning. Edw. Arnold ft Co- London. RA 1270; S6B8, 1953. 17, Handbook of Poisons, Dr. Robert H. Dreisbach, Lange Medical Publication. Los .Altos, Calif. RA 12I1-D7, 1955. 18. Poisons--Their Isolation and Identifi cations, Frank Bamford, The Blakiston Co- Philadelphia. RA 1211-B23, 1951. 19,. Manufacturing Chemists' Assoc. Chemi cal Safety Data Sheets (covering about jQ chemicals) complete list of publica tions available from Manufacturing Chemists* Assoc- Inc- 1625 Eye StN. W- Washington 6, D. C. (Refer alio to Warning Labels Manual, Man ual L-l) 20 National Safety Council Industrial Data Sheets (covering about 40 chemi cals) complete list available from Na tional Safety Council, 425 N. Michigan Ave- Chicago 11, Illinois. 21. Chemical Safety Supervision, by J. Guelich. 221 pages, Reinhold Pub. Corp- New* York, 1956, $4.30. 22- Modem Occupational Medicine, by Fleming, tl'Alonso and Zapp, 4\4 pages. Lea ft Febiger, Philadelphia, 1954, 28. Clinical Toxieology, by Thienes and Haley, 457 pages. Lea & Febiger, Philadelphia, 1955. 29, Handbook of Toxicology, VoL 1, Edi ted by W. S. Spector, 408 pages, W. B. Saunders Co- Philadelphia, 1956. 30. Toxicity of Industrial Organic Sol vents, by E. Browning, 411 pages. Re vised American Edition, 1953, Chemical Publishing Co., New York 10, N. Y. 31, Assoc. Brit Cbcm. Mfgrs. Safety rules for use in chemical works, Pt. I-- Model rules, 3rd ed- 1947. Pt 2--De tailed instructions, 1950; 32. Atomic Energy Commission. Effects of atomic weapons. Combat Force Press, 1950. 33. Blout, E. R. Monomers. Interscience, 34. Browning, . Toxic solvents. E. Arn old & Co- London, 1953. .15. Elkins, H. B. Chemistry of industrial toxicology. Wiley, 1950. 36. Guelich, J. Chemical safely supervi sion. Reinhold, 1956. 37. Hamilton, A. Industrial poisons in the United States. Macmillan, 1929. 38. Henderson, Y. ft Haggard, H. W. Noxious gases, 2nd ed. Reinhold. 1943. 39. Iambs, M. B. Analytical chemistry of industrial poisons, hazards and solvents, 2nd ed. Interscience, 1950. 23. Poisoning, by W. F. voo Oettingen, . 524 pages, Paul B. Hoeber, Inc- De- . partraent of Harper ft Bros- New York 16, N. Y. 24. Industrial Hygiene & Toxicology, in two volumes, by F. A. Patty, 1138 pages. Interscioicc Publishers, IncNew York, 1949. 25. Industrial Toxicology, by Hamilton ft Hardy, second edition, 574 pages, Paul B. Hoeber. Inc- Harper & Bros,, New York, 1949, 26. Industrial Toxicology, by Fairhall, 483 pages, Williams ft Wilkins Co- Balti more, 1949. 27. Toxic Eye Hasards, Pub. No. 494, 101 pages, The National Society for the 40. Johnstone, R. T. Occupational diseases, Saunder, 1942. 41. Johnstone, R. T. Occupational medicine and industrial hygiene, C V. Mosby Co- 1948. 42. Lchmaun, K. 5. ft Flury, R. Toxi cology and hygiene of industrial sol vents. 43. `McNally, W. D, Toxicology--Indus trial Medise. Industrial Medicine. Chicago. 1937, 44. Manufacturing Chemists' Assoc Gen eral safety guide for safety in the chemical laboratory. Van Nostrand, 1954. 45. Sax, N, I. Handbook of dangerous materials. Reinhold, 1951. 45 1957 National Safety Congress 46. Von Octtingcn. W. F. Halogenatei hydrocarbons, toxicity and Potential dangtrt. U. S- Public Health Service, Pub. No. 414* 1953. 47. Bjorksten Research Laboratories. Health hazards (of polyesters) Pages 247-52, 558*61, imbook "Polyesters and their applications" Rdnhold, 1956. 48. William*. }. L. & K. J. Cleereman. Physiological properties of polystyrene. Page 491 in Chapt 10 ot book "Styrene, its polymers, copolymers and deriviatives,'* ed. by R. K. Boundy & R. F. Boyer. Rdnhold, 1952. PERIODICALS 1. Gleason, Marion N, Clinical toxicology of commercial Products, Funu and MacEachem, 1957. 2. Drcisbach. Robert H. Handbook of poisons. Lange; 1955. 3. Decomposition products introduce haz ard to health, H. H. Schrenk. Ind. 4 Eng. Chem. 47: sup 87A-8-A, Dee. 1955. 4. Increased industrial use of zirconium has stimulated studies to evaluate health hazard. Ind. Sc Eng. Chem. 46: supp 99A-100A+, Dee. 1954. 5. Criteria for the diagnosis of occupa tional tUness. R. A. fvehoe Ind. Med. 24:427-42. Oct. 1955. 6. Hazardous exposure to some so-called safe solvents. ). P. Huge*. Nat Safe. Sens 70:50, Dec. 1954. 7. Evaluation of tojricily. R. S, fngals. btbliog. Sewage St Ind. Wastes 27 26-33. fan. 1955. 8 Bronchial asthma and asthmatic bron chitis in the chemical industry. R. Lerner. Ind. Med. 24:454-8, Oct. 1955. 9. .Mellfcn, Ibert and MeJIan, Eleanor. Dictionary of poisons. Sew York, Philosophical Library* 1956. 10, Health and safety problems increase as commercial production and industrial applications of hydrazine increase. H. H. Schrenk. Ind, & Eng. Chem. 46: sup 93A-93A, Aug. 1954. U, Communications lines and problems of a toxicology laboratory working for industry. H. F. Smyth, Jr. A.M.A, Archive* Ind. Health 15 : 269-73, April, 1957. 46 12. Physically toxic chemicals and indus trial hygiene. }. C. McGowan. A.M.A. Archives Ind. Health 11 15-23, April, 1955. 13. P&wtr engineering handbook; maxi mum allowable concentrations of toxic vapors ond gases. J. D. Constance. Power Eng. 60:122. March, l95d 14. Annals of medicine; case of carbon tetrachloride poisoning. B. Roueche. New Yorker. 31 5-6, Feb. 26, 1955, 15. Engineering phases of plants health control. W. A. Cook. Chem. & Eng. News. 29:1517-18, `April 16, 1951, 16. Field of chemical hygiene. H. F. Smyth. Jr., Chem. & Eng. Newt. 291106-7. March 26, 1931, 17. How to get rid of toxic industrial wastes. Eng. News., 146:300-1, JI. 14, 1951. 18. Medical aspects of the tnrfurtrioi hy giene program. J. H. Sterner. Chon. 4 Eng. News. 29:1399-401, April 9, 1951. 19. Prevention of accidents when handling chemicals. R. Winderlich. J. Chem. Educ. 27 *70-3. Dee. 1950. 20. Sulfuric odd; hazards and precautions; data sheet. Nat Safety N, 63:39-40+, May 1951. 21. Toxic effects of exposure to vapors of oliphates amines. H. Brieger 4 W. A. Hades. AilA Archives Ind. Hygiene and Occup. Med. 3 -.287-91, March 1951. 22. Toxic substances; their properties, ef fects, and controls. Management data sheets. Factory Management. 108:136, 138. 140, Dee. 1950. 109:142, 144, Jan. 1951. 23. How to control hazardous substances. G. A. Sherman. Safety Maine 8c Prod. 103 *2-4, June 1952. 24. Maximum allowable concentrations. H. H. Schrenk. Ind. & Eng. Chem. 43: sup JG5A-1Q6A+, Dec. 1951. 35. Organic polyphosphates; safe maimer of handling them. Nat. Safety News. 64:124-6, Dec 1951. 26. Safe handling of hazardous materials. L, 8. Johnson and R. D, Lawrence. Mill and Factory, 50:134-8, March 1952. Chemical Industries 27, Studies on the toxicity and skin effects of compounds used in the rubber and plastics industries; accelerators, acti vators, and antioxidants. F. S. Mslletle and E. von Haam. A.M.A. Archive* Ind. Hygiene and Occup. Med. 5:3ll-l7, April 1952. 2S, Toxic metals cause new industrial disease problems. W. Sehweisheimer, Iron Age. 168:159-60, Dec 6. 1051. 29. Toxicity of ethylene dibromide deter mined on experimental animats. V, fC Rowe & others. A.M.A. Archives Ind. Hygiene & Occup. Med, 6 :lS$-73, August 1952. 30. Toxicological study of some polypro pylene glycols. C B. Shaffer and others. A.MA Archive* Ind. Hy giene & Occup. Med, 3:448 -S3, Mav 1951. 31. Amyl acetate; hazards and precautions; data sheet. Nat Safety News 68:30-1+. August 1953. 32. Chemical hazards m glass and ceramic industries. }. A. Houghton. Glass Ind. 34*469-371, July 1953. 33. Experience accumulated in three years of an occupational medical clinic. H. L. Hardy, Rid. Med. 21:424-6, Sept 1952. 34. Health; more core is needed, G. G. Carr. Iron Age. 170:21*2, Dec 25, 1952. JS. Host- safe are safety solvents? M, Z. Poliakoff. Nat Safety Newt 67 8-9+, Feb. 1953. 36. Studies in the toxicity and skin effects of compounds used in the rubber ond - Plastics industries. F. S. Mallette it E. von Haam. A.M.A. Archives Ind. Med. k Occup. Med. 5:311-17: 6:231-42^ April. Sept 1952. 37. Xylene and toluene; hazards and pre cautions; data sheet Nat Safety News. 68:38-9+, August 1953. IS. Current method of determining safety in fAr application of new chemicals. T. W. Nale. Ind. Med. 20:501-6, Nov. 1951. 39. Toxicity and Health Hazards of Borcm Hydrides, by E. H. Krackow, AMA Archives of Industrial Hygiene and Occupational Medicine, S, 335-339, Oct 1953. 40. Unpublished paper "Respiratory Pro tection," by H. H. Fawcett, presented to Greater New York Safety Congress, March 21, 1957. 41. Investigation of Accident Involving Titanium and Red Fuming Nitric Acid, Dec. 29. 1953, Information Circular 7711. If. S. Bureau of Mine*. 4800 Forbes Street, Pittsburgh 13, Pa. (March 1955); see also Injury and Death from Red Fuming Afi/nV Acid, by A. J. McAdams, Jr. and S. Krop, J.A.M.A. 158, 1022-1024 (July 23. 1955); and Nitrogen Dioxide, Hy gienic Guides available at 25c from American Industrial Hygiene Assoc^ 14125 Prcvost, Detroit 27, Michigan. 42. IJJ-Trichloroethane, Hygienic Guide, available at 25c from American In dustrial Hygiene Asset, 14125 Prevost Detroit 27, Michigan; see also Nat Safety Council Safety Data Sheet, tJJ-Trxchloroethane, available May 1, 1957 from Nat Safety Council, 425 N. Michigan Avenue, Chicago 11, Illi nois. 43. Hazards of Isocyanates in Polyure thane Foam Plastic Production, by J. A. Zapp, A.M.A. Archives of Indus trial Health, IS, 324-330. ApnC 19S7. 44. The Mean Amines, by P, J. Bailey, National Safety News, 74, p. 61, Nov. 1936. 43. Dry Ice (CO*), Chemical Safety Data Sheet, National Safety Council. 425 N. Michigan Avenue, Chicago fl. Illinois. 46. Accident Prevention tn Childhood-- The Kerosene Hazard, by Hugh A. Carithers, J.A.M.A. 139, 109-111, Sept. 10, 1955. 47. Let's Stop Killing and Crippling Our Children, by H. F. Dietrich, Ladies' Home Journal. LXXII, No. 9, p. 84, Sept 1955. 48. Public Health Aspects of Poisoning, by E. Press, J.A.M.A. 263, 1330-2; Hoto Toxic Is It?, by R. & Gosselin, /.A.M.A. 163, 1333-7; Practical Man agement of Common Poisoning, by J. M. Arena, J.A.M.A., 163, 1341-3; .Manufacturer Looks at Child Poison ing, by j. H. Foulger, J.A.M.A. 163, 1344-7, April 13, 1957. 49. 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C, $425. $6l Data Sheets on Toxic Chemicals issued by .American Industrial Hygiene Assoc, 14125 Provost, Detroit 27, Michigan. 57. Toxicological Reviews of the Ameri can Petroleum Institute, Dept, of Safety, 50 W. 50th St, New York City, N. Y, 58. American Petroleum Institute. API toxicological reviews. 1st series, 1948; 2nd series, 1953. 63 reviews. 59. Amer. Cyanamid. Co. Toxicology of acrylonitrile, August 1954. 60. Anon. Barrier greases protect workers; dermatitis from synthetic glues and resins. Chem. Age. 73, 739-40, October 1955. 61. Barail, L. C. Biology of plastics. SPE Journal 9, #1, 14-5, 1953. 62. Berger, L. B, et ah Toxidty and flame resistance of thermosetting plastics, U, S. Bur. Mines, Repb Invest. 4134, October 1947. 63. Bradley, W. R. Industrial hygiene con siderations in manufacture of rein forced plastics (polyesters) 9pp. 17 48 refs. Reinforced Plastics Div, SPI Confer. 1951, Sect. 16. 64. Coleman, E. H. ft C. A. 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Procedures for the appraisal of the toxidty of chemi cals in food, drugs and cosmetics. Food, Drug. Cosmetic J. JO, 679 (Oct, I9S5). 72. Lehman, A. J. Title Unknown-on safety in food packaging. Assoc Food ft Drug Off., U. S. Chart. BulL 19. 87 C19SS). 73. Lleber, E. E. Dermatitis--an industrial problem. Brit. Plastics 22, 428 (Oct, 1955). 74. Little, G. . -Formaldehyde in derma titis attributable to synthetic resin glues. Brit Select Govt Res. Repts. V. 7--Adhesives. 1950. 75. Locscr ft Bornmaon. Biological effects of monomeric styrene. Fette, Seifen Austrichmittl* 52, (3). 181 (1956). 76. Luvoni, R. Dermatitis from phenol cresolic resins. Rose. med. ind. 22, 333-6 (1953). 77. McCormick, W. E. Industrial health problems in the rubber industry. Am. Ind. Hy*. Quart IS, 37-51 (1952). Chemical Indtutrits 78. MacDougall, J.D.B. Toxidty studies on silicone rubbers and other sub stances. Nature 272, 124-5 (July 1R 1953). 79. McKinley, C. 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Safe guarding of health in the plastics in dustry. Safe Practice Bull. No. SB, Jan, 1942. 90- Penn. Dept. Labor ft Industry. Safety in the manufacture and application of acrylic plastics. Safe practice BulL 95, , May, 1942. 01. Plastics Materials Mfg. Assoc. Contact dermatitis from synthetic resin adhe sives. 1945. 92. Pokrovskti, V. A. Professional hazards in the production of synthetic rubber (in Russian). Grgiena i, Sanit, 1953, No*. 9, 17-23. 93. Rogers, J. C Industrial hygiene prob lems in the field of plastics. Arch. fndL Health 12, 749-1 (Oct, 1955). 94. Salviru, M. Occupational sickness in manufactures of phenolic resins. Folia Med. (Naples) 36, 691-9 (1953). 95. Schrenk, H. H. Basic considerations in evaluating health hazards of food packaging materials. Ind. Eng. Chem. 47, sup. 95-6A, (Oct, 1955). 96. Schrenk, H. H. Decomposition prod ucts introduce hazards to health (Teflon) Ind. Eng. Chem. 47, Sup. 87-SA (Deo, 1955). 97. Schrenk, H. H, Isocyanate toxicology. Ind. Eng. 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J. Ind. Hyg. Tox. 24, 29S-301 (1942). 153. Von Oettinger, W. F., et al 2-ehlorobutadiene (chloroprene) : its toxicity and pathology and the mechanism of its action. J. Ind. Hyg. Tox. 18, 240-70 (1936). 154. Beilis, M. P. Hazardous chemicals. Alpha Chi Sigma 40, 3-16 (Oct* 1949). 155. Brit Dept Sci & Ind. Res. Methods tor detection ot toxic gases in industry. 156. Foulger, J. H* Toxic vapors and gases. J. Ind. Hyg. Tox. IS. 604-8 (1936). 157. Industrial Hygiene Foundation. Tran sactions of the Chemical Toxicological and Engineering Conference, 1952. 15ft Labor Stand. Bur. Discussion of in dustrial accidents and diseases. 1936 Convention of International Assoc. Industrial Acadent Boards and Com missions. Bull. 10 (1937). 159. McLean, D. D, Dust control in indus try. Canada. NRC, TIS Rept No. 8 (1950). 160. Monsanto. Org. Dtv* Res. Library. Toxicological Research. News & Notes, No, 36 (Dec* 1953), 161. Navy Dept Industrial poisons and dan gerous substances. General Safety Rules, Sect 4, 1931. 162. Public Health Serv. Occupational and related dermatoses, abstracts from the literature July 1943--Dee. 1953. PBS Bull, No. 12; 1954, by D. J. Birming ham, et al. 163. Stewart, W. R. Gases in wartime plants. Safety Eng. 86, No. 4, 48, 50-2 (1943). 164. Anon. Prevention of atmospheric and water pollution in the chemical indus try. Chem. & Ind. 1955, 1363. 165. Hoak, R. D, Theory and practice in stream pollution control. Sd. Monthly 73, No. 3, Sept* 1952. 166. Stairmand, G F* et al. Role of the cyclone in reducing atmospheric pollu tion. Chem. 8c Ind. 1955, 1324.^t 51 WASTE DISPOSAL by EARL R. WALLACE senior safety engineer, Eastman Kodak co., Rochester, N. /. Editor's Note: The information presented in the following **summary of waste disposal questionnaire'* should not be construed as recommended procedures, hfany of the methods reported ere not in keeping with safe standards. The summary xvas presented primarily as a beginning of committee activ ity to develop a good, recommended safe disposal data sheet or recommended proce dures which could be used by oil industries. in order to report to you on the subject of waste disposal a questionnaire was sent out asking for infomuticci dealing with waste disposal methods throughout the matt ing list of the Laboratory Subsection. Ap proximately SO corporations are represented in our mailing list and o! this group 36 companies answered the inquiry. Many of the companies who answered the questionnaire indicated the definite need for assistance, aad it is my hope that this group can. through the ensuing discussion, come up with information which can be presented to industry at large as a published report through the National Safety Council's Chemical Section. Doling with, first, flammable liquid dis posal, we find that more companies are us ing the incinerator method of disposal than ever before This method may vary in its actual application, but, in general, the sys tem operates by using an oil burner nozzle in die combustion chamber through which the flammable liquids are vaporized and burned. Many flammable liquids can be redistilled for recovery at a fairly nominal cost thereby providing a continuing source of material for reuse or sale. Open field bunting of flammable liquids is used by many, although it is felt by some that this system presents hazards which might best be removed- The hazards of premature ignition, of odd winds and of smoke, are among those to be considered Today, with the high rate of community growth.' indications are that available space tor open field burning will be lessened con siderably in the near future 52 Certain groups bury flammable liquids I and here, l think, we might make a note B for general discussion later in the program to determine if possible the hazards of burial of flammable liquids. I Plant sewer disposal of flammable liquids is used by many, but most oi those have indicated that only water miscible materials are so disposed and always with copious quantities of water. I Radioactive -.vastes are presenting prob lems to many today who. a short time ago, had no idea such a problem would exist. In this case; the best source of adequate in formation on disposal, we believe. is the Atomic Energy Commission. Rivers are not used for frequent disposal of any industrial waste by nearly all plants reporting. Most plant waste water systems are operated today on the basis of well engineered and controlled system* where harmful materials <to fish, wild life, and humans) are removed. Treatment plants for industry are proving themselves valuable additions to the company's holdings. Many hundreds of organic and other ma terials were forwarded with the question naire together with other valuable informa tion which we hope will prove to be of some later value to our groups and others. BURY - Rubber Dope Vinyl Dope Aluminum Chloride Fluorides Radioactive Wastes Sulfur Tetraethyl Lead Radioisotopes Farathon 1 Cans, Drums Acid Cleaning Solution Used Oil Acetone Mixed Solvents Sulphuric Acid Chromic Acid Concentrated Sulfur Cake - Caustics Phosphorous Oxychloride Metallic Sodium Aluminum Hydrides Potassium Cyanide Lead Acetate Benzene Alcohol Styrene Syrup Solid N'oncombustibles Fine Organic Chemicals Tar Add* Research Chemicals Spent Zinc Carbon ' Radioactive Wastes Thionvl Chloride m Chloroform L'nreelaimable Mixtures INCINERATE Laboratory Animals Piper. Rags, Boxes Paper Waste Non-misciblc Wastes Explosive Wastes <20 gms). Highly Toxic Wastes Ether Ethanol Benzene Radioisotopes Solid Propellants Radioactive Oil Garbage Alkyl Aluminum Chromic Arid Fluorides Zirconium Vinyl Cyanide Phenol in water solution Metallic Sodium Solid Combustibles Paint, Varnish and Lacquer Thinner* Research Chemicals Solvents BURN open field Chlorositanes Resins Varnishes Lithium Hydride Flammable Solvents Cyanide Waste Alkali Metals Acetone Potassium Dispersions Metallic Sodium Powdered Metals Chemical Industries Acrolein Magnesium Dust Titanium Zirconium Organic Solvents Fuels Lacquer Sludge Resins Tars and Oils REDISTILLATION Butanol Acetone Methanol 3A Alcohol Styrene Petroleum Solvents Chlorinated Solvents Mineral Spirits Solvents CONTROLLED VENTING Ether Benzene Alcohol Acetone Petroleum Ether Ethyl Acetate Barium Tnfluoride Carbon Bisulfide Piperazine Vinyl Chloride SETTLING BASIN Trichloroethylene Viscose Dope SLUDGE PIT Adds, Unknowns, and Reactive Chemicals SSIVERS Waste filtrates from organics Water miscible solvents--acetone, methanol, etc.,---small quantities Acetone Benzene Add or Caustic Laboratory Waste* Highly Toxic Wastes Detergent, Synthetic Add* Nonflammable Solvents Alkalis ' Inorganic Saits Acids S3 1957 National Safety Congress RADIOACTIVE WASTES Corrosive Liquids Perchlorates Solvents, Oils, etc. Glycol Wastes Potassium Bromate * Propionic Acid Caustics and Salts CITY DUMP Charcoal Alumina Filter Cake RIVER Metallic Sodium Chlorine Gas ?./ tURIAL Radioactive Wastes SUBMERGE AND SHOOT Chlorosulfonic Add CONTRACT DISPOSAL SERVICE Radioactive Wastes Mixed Chemicals Phenols Formaldehydes Creosote Acetone Chloroiorm and Glycols iTMOSPHERE Phosgene HOLD Methanol Methvlethyl Ketone-A ACIDS AND HEAVY CHEMICALS Discussion Report It L. ALLINSON--Dlsciusloa Leader director of safety. Texas div., T)e Dow Qiemica) co, Freeport. Tea. The first subject was presented by a gentleman who had asked m last year's meeting it the grerap felt it was reasonably sate to transfer strong acids from carboy's by using air pressure. The reaction of the jTTnup at that time was negative and the gentleman on this occasion described a new system he had since set up that still utilized compressed air. This system has a gauge in the line, then a valve, next a pressure regulator set at 2.5 pounds, then a 4/fl in. T in the line with one opening venting air to the atmosphere. The line then goes through the stopper into the canvas covered carboy but also has a leg going into a mercury seal that is an additional safety and will blow at 5 lbs. This rig is operated by the simple method of "thumbing" the small open T while visu ally watching the flow of add from a dip pipe. Another man attending suggested the use of Thompson hand pumps for this service. The next question was on fire fighting techniques on fires around or involving storage of chlorosulphonie acid. There was no one present familiar with this problem and it was suggested that the DuPont corntony might be able to help. USE OF LARGE HOSES A discussion on the use of large hoses brought out the following points; 1. This is a specialized field because of the variety of services but in general, we have learned lo use the best avail able for the specific purpose. 2. In attaching hoses to flanged nozzles it is w*ise to secure clamps to flange by steel straps. 3. The use of hose made with the rubber flanges vulcanized m place was recom mended. 4. High pressure testing of hoses is prac ticed. There was no sure answer to Chemical Industries the question, does this weaken the hose? The next question dealt with the affect of ammonium nitrate on steel cables. This man has guy lines on targe towers that are being deteriorated by ammonium nitrate fumes. So one present knew of anything easy to apply that would protect the steel. Coverings of rubber or plastic were sug gested. The next discussion subject was snap-on or quick couplings for small hoses. T7us apparently is not a problem in most plants represented. Those who did use a good many quick couplings said it is best to con fine specific makes and types of couplings to specific uses to eliminate the danger of using hazardous materials in equipment and tools operated by water or air. In answer to a question on new loading racks, one man stated that they had installed a Nichols rack and were well-pleased with it. The next scries of questioning dealt with phenol; Question--any experience of fires where substantial quantities of phenol are in volved ? Answer--no experience. Question--are two people desirable in un loading phenol? Answer--yes. Question--is ethyl alcohol being used for first aid? Answer--no--water is best first aid for this, The next question resulted from the above ;md was, "Do any medical people recom mend the neutralization method in field first aid on chemical bums?" So one present knew of any medical doctor that recom mended anything other than water. The subject of heating water for evebaths and safety showers was discussed briefly. Tracing with steam and resistance heaters was suggested as well as holding tanks with regulated heat. The techniques of fighting fires in bulk ammonium nitrate was discussed. There was little experience evidenced on this but simple water extinguishment was suggested. Radiation was introduced but the group as a whole had little experience as yet in the use of radiation sources. One man explained the use of an elementary educational plan for employees that is available from A.E.G The point was also made that the technical people who actually use the sources are the ones most apt to become injured due to familiarity. One simple little test of use to people not too familiar with solvents was men tioned. This was the old trick of putting some solvent in water to determine if it is chlorinated. If it does not float, it is chlori nated. The next question was on the use of electronic guards for machinery. There were several affirmative answers and the feeling was that most applications had worked out very well at a reasonable cost. The next question was on the use of capacitance probe. These are used a good deal and no hazards were reported in their use. Returning momentarily to radiation, one man stated that they had discovered that through a periodic flour tunes a year> dental X-ray of some employees, these people were receiving more than the re commended amount of radiation. Floor grating was the next subject Very few thought that common checker plate was much good. The new plate with em bedded abrasives seems to work well; others recommend plates with beads welded on them for stair treads. Some of the adhering abrasives are good but need replacing peri odically. A new* method is to punch plates with small holes and then Invert the plate. It was also mentioned that twnsteef rod wa* superior to round stock for ladder rungs. Someone stated that they used reinforcing steel for rungs. Welding characteristics might be a problem here. Life jackets for use around water were discussed next Evidently not much expo sure represented except some barge load ing. In most eases jackets were available here and sometimes their wearing was com pulsory*. The next question was on the availability of "break-away aprons." By this was meant a chemical resistant apron that could be npped oS easily. No one knew of any commercially available^, 55 INDUSTRIAL GASES DISCUSSION GROUP H. F. REINHARD, Discussion Leader manager, Safety Codes dept., Union Carbide & Carbon corp., New York city The meeting opened with a brief resume of the notes from last year's meeting. Some of the important safe practices men tioned in these notes were re-emphasized. The compressed gas industry has been interested from the beginning in the safety of people who handle and use its products. The Compressed Gas Assn, and several other associations such as the National Safety CcmadL Manufacturing Chemists Assa. National Fire Protection Assiu. National Board of Fire Underwrit ers, International Acetylene Assn, and The Chlorine Institute publish pamphlets on the safe handling of compressed gases. A list of 35 commonly used pamphlets published by these associations was cir culated among the group. During the past year, the National Safety Council revised and reissued its Safe Practice Pamphlet 95 entitled "Compressed Gases.** Compressed gas cylinders are safe con tainers provided they are handled with reasonable care. Valre protection caps, if provided, should be on the cylinders hand- tight except when the cylinder is in use. Also, cylinders should not be dropped with great force on hard surfaces. Several pictures of special pallets, troughs and other devices used for the safe handling of cylinders in plants were circulated. Some of these pictures appeared m the article "Safe Practices for Handling Compressed Gases" by Messrs. H. F, Reinhard and F, R. Fethcrjton. published in the Octo ber issue of Industrial and Engineering Chemistry. SULPHUR OIOXIOE FACTS * A participant asked if there is any new data on the toxicity or physiological ef fects of sulphur dioxide. The MAC for SO* which is the maximum concentration that can be safely endured for eight-hour periods is about 10 parts per million. Al though he was unable to obtain a reading of one part per million in his plant, the employees complained of headaches, nausea, sore throat, etc. Since the SO* 56 concentration in his plant was far below the MAC, the group felt that other fac tors must be responsible for the discom fort of the employees in his plant. There is no special cylinder valve out let thread for breathing air. The outlet connections described in American Stand ard B 57.1 are arranged so that each con nection is used for a group of gases rather than for an individual gas. The ex ception to this rule is Connection 540 (.90J*--14-R.H.--<xt.) which Is used only for oxygen, industrial and medical. Con nection 580 which is recommended lor water pumped (breathing) air. is also used for argon, helium, crypton, neon, nitrogen and Xenon when water-pumped. Fetherston suggested that people in terested in using small breathing air cylin ders for deep sea diving etc, consider the adoption of the pin index system as used on small medical gas cylinders equipped with standard flush outlet cyl inder valves. Two holes are drilled in the valve at specified locations for the partic ular gas that is in the cylinder. Matching pins are installed in the yoke connection so that only a matching yoke may be connected to a particular valve. The pres ent system provides pin locations for eight different medical gases. The familiar question of rocketing cyl inders wax raised. It was revealed that industry experience over the past 15 years includes only two or three instances where high pressure non-Iiquefied gas cylinders had apparently rocketed. The last instance occurred in Norway, a year or two ago. A cylinder salve is installed in such a way that it will shear off when struck with a sharp blow, leaving the valve inlet in the cylinder. The hole in the valve inlet is small, usually 3/16 to 1/4' which restricts the flow of gas so that the cylinder may move but will not rocket. However, the escaping gas or mov ing cylinder may injure nearby personnel and therefore; it is strongly recommended that valve protection caps be kept in place on the cylinders except whai in use. Chemical Industries The question was asked if the function ing of a safety device would cause a cyl inder to move. Or high pressure industrial cylinders, the safety device discharge ports are designed so the flow of gas pro duces opposing forces. Thus a cylinder may fall over or move when a safety de vice functions but it will not cause danger ous propulsion. Acetylene and other low pressure cylinders will not move. How ever, the group agreed that cylinders should be secured at all times. In handling a flammable gas cylinder which is involved tn a fire, it is recom mended that general Are lighting princi ples be followed. First, evacuate all per sonnel except those actively engaged in controlling the Are. Second, use water to cool exposed materials and the cylinder. If the flame is impinging upon structural steel or another cylinder, use a hose stream or other method to move the cylinder so that the flame does not im pinge upon the steel or other cylinder. Do not extinguish the flame unless the flow of gas can be shut off because the escaping flammable gas might cause an explosive mixture which is to be feared far more than the burning of gas from a functioned safety derice. If a cylinder is involved m a Are, the user should bring this fact to the atten tion of the owner by attaching a tag to the cylinder valve. Fire might weaken the cylinder wall and therefore, the ICC requires that all Are damaged cylinders be retested before being charged with {(as. Above all, do not try to hide the fact that a cylinder has been Are damaged by painting it. Most compressed gas cylinders with the exception of acetylene must be periodi cally tested or inspected to requahfy them for service. Oxygen and other high pressure cylinders are subjected to a non destructive hydrostatic test in such a man ner that the permanent expansion result ing from the hydro test is measured. If the permanent expansion is below a cer tain limit thf cylinder is suitable for con tinued use. Cylinders are not discarded or removed 'from service after a speciAed number of years. As long as a cylinder can pass the retest requirements it re mains in service. HELIUM IN "AIR" CyLINDER "Is there a chance of getting nitrogen or other gas in a certiAed breathing air cylinder purchased with self contained breathing apparatus?** was asked. One member of the group reported that in 20 years experience of using several cylinders a year, only one such mistake had oc curred. In this case the "air" cylinder Mas Ailed with helium. Howard H. Fawcett, who presetted a paper, "Living in the Air \\> Breathe," at the Chemical section of the Congress, men tioned that a similar mistake was made a short time ago. He recommended that "no cylinder should be put on a demand breathing apparatus or air supplied res pirator, hood or suit, until the contents h^ve been checked for purity.** An orsat gas analyzer, or a Beckman paramagnetic oxygen analyzer are often used for this purpose. A discussion on color coding of cylind ers resulted from a request for informa tion on color coding of cylinders in inter national service. The group indicated that color coding of cylinders was not desir able for many reasons including the fact there are more than 100 different com pressed gases used in industry making it necessary to use up to four different colors on each cylinder. The only positive way to identify the contents of a cylinder is by the name of the gas printed on the label. LIQUID OXYGEN CODE Receiving departments should check cylinders as they are unloaded to be sure that the label is legible and intact on the cylinder. U'nlabeled cylinders should be returned to the supplier without using the contents. Cylinders in international service should be labeled with both the name of the gas in the language oi the country* of origin and the chemical symbol of the gas. Details for labeling of cyl inders are described in American Stand ard Z48.1 "Method of Marking Portable Compressed Gas Containers to Identify the Material Contained." This standard is available from the Compressed Gas Assil, 11 West 42 Street, New York, N. Y. At last year's meeting of this group, a member of the missile industry pointed 57 195* National Safety Congress out that liquid oxygen is commonly re ferred to u LOX m the Missile and Rocket Industry. The oxygen manufac turers were not aware of this practice but felt that it should be discouraged because tor many years the term LOX has stood tor liquid oxygen explosives in which liquid oxygen is only a part. Also, tanks, sold under such trade names as LOX and LOXETTE. may be used ior the storage and handling of many liquefied gases such as oxygen, nitrogen, argon, hydrogen, etc. At that meeting the group suggested that the secretary of the International Acety lene Assn, take steps to discourage this usage. The secretary' of the fAA wrote several letters to principals of the Rocket and Missile Industry*. A safety engineer in the Air Force read the minutes of last year's meeting in the Chemical Section Safety Newsletter and contacted the IAA. Through his efforts, the Air Force has taken steps to discontinue the use of the term LOX. This was reported in the October 1937 issue of Missiles and Rock ets in an article entitled -Liquid Oxygen Replaces LOX Abbreviation in L'SAF." The Air Force is undertaking this ac tion to prevent dangerous and possibly disastrous results of the use of the term LOX for liquid oxygen. The term LOX will be deleted from all L'SAF technical orders and contracts including re-identi fication to the Department of Defense that it also take steps to abolish the use of the term LOX. A member of the group reported they had received a full tank car of helium, compressed in long tubes manifolded to gether. In attempting to open the single outlet valve, they twisted the stem off. He wanted to know how to release the pressure. It was the group's recommenda tion that the gas supplier be contacted in any case where the valve is found to be inoperative, whether St be on a tank car or individual cylinder.^* 58 OFFICERS OF THE CHEMICAL SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--CARROLL A. HEBERT, Ethyl corp., Baton Rouge, La. l^icf'Chairman in Charge of Program--R. L. ALLINSON, The Dow Chemical co., Texas Dtv., Freeport. Tex. Secretary--A. B. RITTER, Hercules Powder co., Wilmington, Del. Newsletter Committee: E. G. WHITER, Chairman, Employers' Mutuals of Wausau, Mil waukee. Wis.; A. H. CHRISTIAN, American Viscose corp., Philadelphia, Pa.; J. T. TROLINGER, Nitrogen Dir., Allied Chemical & Dye corp^ Hopewell, Va.; FRED LORENTZ, Hoffman-Laroche, Inc, Nutley, N. J. Engineering Committee: H. F. REINHARD, Chairman, Union Carbide and Carbon corp., New York, X. Y.; F. C GAUGUSH, Sherwin-Williams co. Chicago. 111.; D. F. HAYES. U. S. Atomic Energy Commission. Washington, D. C.; PAUL C. LAMB, Lever Brothers Company, New York, N. Y. Public Relations Committee: R. G. WHEELDON, Chairman. The Drackett co., Cincin nati, Ohio; ALDO P. OSTI, Qias. Pfiaer St co., Ine^ Brooklyn, S'. Y, Data Sheet and Instruction Card Committee: H, H. FAWCETT, Chairman, General Electric cOn Schenectady, N. Y,; D. W. GIBSON, Columbia-Southern Chemical Cor poration, Barberton, Ohio; J. N. ROMINE, Phillips Research Center, Phillips Petro leum exx, Bartlesville, Okla. Health Committee: } B. BLACK, Chairman, National Institutes of Health. Washington, D. C; T. W. NALE, M.D., Union Carbide & Carbon corjx. New York, X. Y.; H. W. RAPP, JR, The Travelers Insurance co, Hartford, Conn.; J. A. HOUGHTON. Liberty Mutual Insurance col, Boston, Mass. Membership Committee: J. J- PRABULOS, Chairman, National Distillers Products corp. New York. N. Y. Paster and Visual Aids Committee: G. R. CUMMINGS, Chairman, Eli Lilly & co., Indianapolis. Ind.; A. L. KLING, .American Cyanamid co.. New York, N. Y.; E. BONER. The Chemstrand Corp., Pensacola. Fla. Statistics and Contest Committee: M. A. SNELL, Chairman, Hartford Accident and Indemnity co., Hartford, Conn.: T. .T. LANIGAN, General Electric co_ Syracuse, N. Y. Off'the-Job Committee: E. R. WALLACE, Chairman, Eastman Kodak co,, Rochester, X, Y.; G. G. FLEMING, Celanese Corporation of America, Charlotte, N. C Nominating Committee for 195S-1959: J. J. WHALEN, Chairman, Solvay Process dtV, Allied Chemical St Dye corpL, Solvay, N. Y.; S. F. SPENCE American Cyanamid co.. New York, N. Y.; G. L GORBELL, Monsanto Chemical ax, St Louis, Mo. Advisory Committee: R. H. ALBISSER, Merck & co., Inc. Rahway, N. J.; ALLEN L COBB, Eastman Kodak co., Rochester, N. Y.; J. J. DUGGAN, Carbide & Carbon Chem icals co-. South Charleston, W. Va.; G, L. GORBELL. Monsanto Chemical co., St. Louis, Mo.; S. &L MacCUTCHEON, The Dow Chemical ox. Midland, Mich.; E. J. MEYERS, E. I, DuPont de Nemours & co., Inc., Wilmington, Del.; S. F. SPENCE, .American Cyanamid co^ New York, N. Y.; R. C. STRATTON, The Travelers Insur ance co., Hartford, Coon.; JOHN J. WHALEN, Solvay Process div., .Allied Chemical St Dye Corp., Solvay, N. Y. Staff Representative--EDWIN L ALPAUGH, National Safety Council, Chicago, lib 59 1957 | Other Volumes in Hus Series CURRENT SAFETY TOPICS Users of Uus volume will find much value to its compantcc volumes. Here is the list: Volume Vol.No. TITLE Stock No. 1 General Went and Detailed lade* te all Volims.............................................. C2227--I 2 Aviation: Aeronautical Industries Section ft Air Transport Section-- ...___022.77--2 3 Katie Steps in Accident Prevention.............................................................................. 022.27--3 4 Cement and Quarry fndustrias................... ................. .. ..................................................B22J7 4 5 Chemical Industries ..................... ............................. ................. ............................... .. (S227-4 ft Csal Mining Industry....................................... ...................... .. ................. .. tt&27--t 7 Construction Industry end Public Employment (Public Employee Ssetfee).BZ227--7 t Electrical Equipment Industry and Public Utilities............................. (8727 t 9 Farm Safety ....................................................... ................................................................... 022-27--9 10 Pertilitcr Industry .......................................... It Feed, Meat Packing ft Leather Industries,Trades and ScrrioM........................ 8BJ7--I0 07227*^11 12 Glass and Ceramics Industry and RubberIndustry.............................................. 022-27--12 13 Home Safety ...........................................................................................................................023L27--13 14 Industrial Subject Sessions (Sponsored by ASSE)............................. 02227--14 15 Labor ................ 02227--1* (ft Maritime Industries (Marino Section)........................................ .. 02227^14 IT Metals Induetry ................... 02227--17 It Metals Products Industries (Automotive and Machine Shop Section Power Press end Forging Section)..................................................................... 02237-11 19 Mining Industry ................................................................................................................... 02&27--If 20 Motor Transportation Industry (Commercial VehicleSection).................... 022-27--36 21 Occupational Health Nursing Section.................................... ............................... .. (8Z37--21 22 Petroleum Industry ................ 02237--22 23 Printing end Publishing Industry.......................... ........... .................... .. 022-27--23 24 Mp end Paper industry........................................ 02127--24 25 Railroad Industry .................................................................................................................... 02127--2* 2ft School and College Safety.................................................................................. .. 02237--2* 27 Traffic Safety .......................................................................................................... 022-27--37 Zt Transit Industry ....................... 022.27--21 29 Wood Products and Textile Industries..................................,................................Q22J7--29 30 Early Morning Sessions, "Human Relationsand MaryManagement".............. .... Q2237--30 COAL MINING INDUSTRY 6 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages-- 25 to 48 page*-- 49 to 96 pages-- Over 96 page*-- J to 9 copies Each $0-25 .35 .45 .60 .85 * 10 to 99 copies Each $0-20 -28 -37 JO ,75 100 to 999 eopitt Each $0.17 2S .33 .45 JO 1000 or mare Each $0.17 25 J3 .45 JO Complete set of Current Safety Topics (30 vols.)--$9,50. Stock No. 02217 All prices shown are subject to a 10 per cent discount to National Safety Gonad! members. Transactions of ths 45th National Safety Congress (October 21-25, 1957, Chicago, IU.) NATIONAL SAFCTY COUNCIL * 429 NORTH MICHIGAN AVK. CHICAGO II. IU. 700033*02 reran* i* -*.*- SM-Tf--J 00 NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE. CHICAGO 11, IIUNOIS CONTENTS Process In Cementation of Coal-Mine Roof................... .. ...................E. R. Maize 4 The Effects of Corrosive Electrolysis on Metallic Roof Bolts. John M. Muchnoic 8 Mining with the Coal Planer Including Safety Aspects.................Robert J. Mans II Safety and Operating Problems of Modem Haulage System ... ......................William Kebblish 14 How to Auger Mine Safety........................................................................Hany J. Dus* 19 A Cooperative Program In Accident Prevention Remarks of Arthur Bradbury. ... . Remarks of Charles A. Purcell . ,. ' Remarks of Louis W. Schuler.. Remarks of James Westfield. . Safety Features in the Design and Development of Ireland Min* . 21 23 24 26 G. W. McC.. 2B Dust Collection at the Coal Mine Face with Continuous Mining Operations Raymond J. Wacht 31 Rfsumd of Gas Ingrtiom and Fires in Coal Mines Since Enactment of the Federal Coal Mine Safety Act; Recommendations to Prevent Recurrences , , .. . H. F. Weaver 36 Officers 41 2 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the raioo the National Safety Council was organized less than half a century ago, a time when man's thoughts bardy kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel 1 Through science and technology, man is progressing to tnmaring speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a bandy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or m any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE COAL MINING INDUSTRY This volume is a record of the sessions held at the 1957 National Safety Con gress by the Coal Mining Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Coal Mining Section carries os in behalf of its members, and for the benefit of accident prevention work in the coal mining industry generally. The Section gives guid ance is the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of coal mining companies. The activities of the Section are under the direction of its executive committee, `the members of which are listed at the dose of this volume. 3 PROCESS IN CEMENTATION OF COAL-MINE ROOF by t K. MAIZE mining methods research engineer. Bureau of Mines, Pittsburgh, P*. Inasmuch as more than 70 per cent of the roof-fall fatalities have occurred within 25 feet of the working face and 60 to 70 per cent of these occurred beyood the line of permanent support, attention has been fo cused upon the necessity for better roof sup port in this relatively small area. In the search for better means of supporting and controlling coal-mine roof many methods and devices were, and still are; being con sidered and evaluated. One of the first ideas presented as a means of controlling or preventing falls in this area was a movable shield. Tbe idea of a shield is sound; however, to design a practical workable model for use in each working place has been almost impossible There is still the possibility that a shield attached to mobile face equipment can, and will, be developed. However, a movable shield used for temporary support or pro tection does not solve the problem of when and where permanent supports should be placed. After a great deal of investigation asd review of the reports of fatalities, the con clusion was reached that an attempt should be made to strengthen coal-mine roofs fur ther since roof bolting has given such favor able results. It was conceived that it might be possible to strengthen tbe roof over pastageways, and possibly tbe roof m advance of a face, if a high-strength adhesive mate rial could be injected into the bedding planes of the roof strata to bond the stratum, thus preventing lateral shifting and increasing the strength of the structure as a whole. In fact, if this system should'prove success ful, a type of permanent shield would result. ROOF SUPPORT METHOD The proposed method of strengthening the roof with a bonding material may be compared to the process of making plywood, wherein thin, structurally weak, layers of wood are beaded together to form a member that is stronger than a tike thickness of a solid wood. When the proposal to study this means of roof support was approved, it was de cided first to determine if fiuids under pres sure could be injected into a coal-mine roof. The preliminary work of injecting fiuids was, after a few setbacks, successful. This work has been reported in Burau of Mines Report of Investigation* 5304, Cementation of Bituminous Coal-Mine Roof Strata, Part !, Determining Penetrability of Mine Roof by Injecting Oil and Water. The tests received sympathetic reception from all phases of die industry. Manufac turers, particularly the Joy Manufacturing ca. the Rockwell Manufacturing co.. and the Bakdite co, loaned equipment and man power and gave advice without which it would have been impossible to advance to the present stage of development. Coal com- pames. NariocuJ eon*-, Bethlehem Steel co. and Pittsburgh Consolidation Coal co. willingly provided test areas and man power. The mine workers' officials, particu larly in the safety (5video, voiced sympa thetic understanding of the tests, but the interest of the individual miners and their ready personal help in the underflow! tests were most astonishing. INJECTING OIL. WATER INTO ROOF Here are tbe highlights of the Report of Tnvesticstions 5304 r The first injectioa tests were made at the Experimental Coal Mine of the Bureau of Mines at Bruectoo. Pa^ where water from a rank was forced into the mine roof through a sealer or packer by admitting compressed air into the water tank at 80 to 90 pj.i. In these tests water flowed readily through the bedding planes of the strata. In two Instances the flow measored 547 and 45.9 gallons in two nine-minute periods. In most tests the water, other than a stall quantity that emerged from test boles; was contained in the strata. Attempts to dupli cate the tests in freshly exposed roof of a commercial coal mine were tmsucccssfu! betause of the low pressure of the test 4 Coal Mining Industry equipment At this stage the high-pressure equipment was developed and used in all subsequent tests. The high-pressure equipment consisted of a permissible four horsepower motor directly connected to a hydraulic pump with the necessary electric and hydraulic controls. With this equipment it was possible to reach injection pressures of 1,150 pj.L Using the high-pressure pump, tests of the penetrability of the roof strata were made in several commercial coal mines op erating m the Pittsburgh and Upper Free port coal beds. In these tests hydraulic oil was injected into the strata, and pumping was continued until oil emerged from the roof. The procedure follows: 1. A roof bolt was removed from a hole near the face 2 The injector, which consisted of two rubber sleeves mounted on an expanding bolt which farced the rubber against the sides of the hole, was inserted and tightened in the hole. 3. The lead from the pump was con nected to the injector, and the oil was pumped into the strata. Four tests were made in a mine in the Upper Freeport coal bed, which were typical of many of the tests in other mines. Text l The injector was inserted to a point 12 inches from the collar of the hole. After the pressure was increased 100 p-ti. every 30 seconds up to 1,000 p.t.L, oil began to flow into the roof. After 35 seconds, during which 0.6 gallon was utilized, oil emerged from the three nearest boltholes. Pressure in the bole was released; after a 10 minute pause the hole was repressured at 1,000 p-s.i. for an additional 30 seconds, and flow was obtained to three additional boltholes, utilizing 1.3 gallons of oil. Text Z Test 2 was at the face of another entry. The injector was installed 12 inches from the collar of a 60-tnch-deep hole. After the pressure was increased 100 p-s.i. every 30 seconds up to 500 p.sJ., oil began to flow into the roof. After two minutes and 30 seconds, during which 0.S gallon of oil was pumped, oil came out bolthole one. The hole was repressured an additional three minutes at 500 pj.u and had utilized 0.9 gallon of oil when flow developed from holes two and three. In hole four water drippers devel oped and increased in amount Text 3 Test 3 was at the face of a crosscut A roof bolt was taken out, and the injector was inserted 18 inches in the hole. The pressure was increased 100 pj.1 every 30 seconds. At 900 psx oil began to flow and after the pressure was maintained for JO seconds, using 12 gallons of oil, flow was observed from hole one. Shortly thereafter oil appeared in boles two, three, and four, and after eight minutes water drippers were noticed in hole five. Test 4 was at the same location as test 3. Holes A and B were drilled \H inches in diameter and 35 and 75 Laches m depth respectively. After the injector was installed eight inches from the collar of hole A, the pressure was increased 100 p.s.i, every 30 seconds. At 500 p.s.i. oil began to flow into the roof. When oil flowed from the adjac ent boltholes, 0.9 gallon bad been pumped. Flow could not be obtained in hole B at a tftaxiroum pressure of 1,200 jwi. maintained for five minutes. SELECTION, INJECTION OF EFOXy RESIN Following the successful oil penetration of roof strata in commercial coal mines in two coal beds, our next problem was to find a material that, having been pumped into the stratum, would bond the members together and form a competent plate, or beam, as the case may be. Through correspondence with numerous chemical manufacturers and from visits to their research departments, the conclusion was reached that an epoxy resin appeared to Have the desired characteristics of low viscosity, rapid setting time in thin layers, and high adhesive as well as cohesive qual ities, and should be tried. Other bonding agents were suggested, but to date we have not had the manpower or equipment to test than. Epoxy resins are complex organic com pounds in tiquid form, requiring a second solution, called an "activator," to be mixed with it just before use to start the process of solidification. The speed of the solidifi cation can be regulated through the selec tion of the activator or catalyst, several of which are available. 5 1957 National Safety Congress The activator used in our testa was faydroxyethd diethalene triamine. The resin aad activator were manufactured by the Bakelite cxx and are designated as rests ERL 2795 and hardener ZZLD 0614. Test 1 The first injection test of (be epoxy resin was made oo January 7. 1957, In an area of Renton mine of the National Min curt*, that was being developed into blocks with entries on 80-foot costers and rooms on 100-foot centers, all of which were drives 14 feet wide. The immediate roof was coal overlain with laminated carbonaceous and sandy shale. Under normal operating conditions the roof is supported by six foot-long roof bolts, four bolts to the row and rows on four foot centers. In many instances, because of roof Assuring, it was necessary to supple* ment the bolts by posts and crossbars. In this test area the roof was exceptionally good, and additional supports were not be* mg used. CROSSBARS SUPPORT ROOF To prepare the test area roof bolts were not used. The roof was supported by cross bars set oo stub-hitched rails on five foot centers. Twenty-eight 72 inch boles were drilled in pairs in a regular patters spaced approximately two feet from each rib and the pairs oo 14 foot centers parallel with the direction of the opoting The injectors were installed in each of the holes before pumping operations began. A 4-to-l mixture of resin and hardener was hand-mixed in batches of 1.75 gallons as needed and was injected into the roof at a pressure of 1,150 p.*o. in the order of the numbered holes. Each hole; except Nos. 14 and 20, was pumped to refusal; hole 20 refused Quid; and water dripped from bole 14 during the pumping of hole 13; therefore, it was decided to miss this hole. The elapsed time of pumping the area Was four hours and 10 minutes. The total amount of resin and hardener used was 29J5 gallons. One and one-half gallons of fluid was injected for each 14 feet of entry, or H gallon per hole and 0.107 gallon per linear foot of exposed roof. It must be realized that the amount used per bole was not uniform. The roof at in tersections bad sagged, leaving greater voids than in areas of better natural support In hole 13, &73 yaBrms of ream went acd, and lid gallons in bole 23. Resin was extruded from boltholes 10 fees from bole 13 daring the pumping operation. Os the day foOow. bg the tests, k was noted that mi* had migrated to bole 14. The crowbars mporng dm roof of the test site were ranorod oa the first shift of operations. and the area was dangered off following the pumping. The area was mad. >ng intact without roof falls up to the last report oo about September 6, 1957. The equipment used to pomp the nab was rather crude and consisted of a hy draulic cylinder driving an identically sized cylinder which forced the resin into the roof. The hydraulically drives cylinder was actuated from the pooping equipment used during the oil-injection tests. Test 2 The second test of the injection was made in an area two Mocks away from test area I. The test was made to determine the effectiveness of the resin in stopping a fis sure that had developed in the entry. The roof was supported in a normal manner with roof bolts; the center posts had to be added when the fissure developed. The equipment for injecting the resin was the same as that used in the previous test During this test approximately 26 gallons of material were injected into the roof through IP roof-bolt boles spread over a dis tance of 55 feet along the fissure. Bolts were removed from their holes along alter nate sides of the fissure On the day follow ing the injection the area was dangered off and the center posts removed. As of hf* date the area has remained stably with no further Assuring. During the injection the flow of resin was across the fissure, and hi several instances resin emerged from boltholes on the oppo site side of the fissure. None of the resin emerged through the fissure. H.ORESCENT DYE INJECTED It was not possible to determine accurately the flow pattern of the resin in the previous tests. For this reason an attempt was made to inject resin containing a quantity of fioresccnt dye; sodium florescence, into an other test area so that the flow palters and the number of horizons could be determined. In this work, four 72-inch ajcctioa holes 6 Cool 14inmg industry were drilled hi the roof during normal dei ik ipmrnr of the entry. These holes were pnced similarly to those of test 1. Five of resin were pumped into tte far boles. The pumping time was mm amt one-half minutes. Following injecrinn of the resin into the roof, the roof ns cored with a lightweight Joy core driller ng a bevel wall JC.X. diamond core bit The tnial cores contained rests in the ptnwr to the contact between the carbonaceous shale and white shale approxi mately 2S inches above the normal roof line. We were fortunate m obtaining one core winch showed that resin had filled the ver tical dcats. An attempt was made to drill angle boles m the roof lo search for more oiled vertical cleats, but it was not possible to good cores while angling across the bedding planes. Test 3 This test was made In an area of the mine where the normal roof conditions were extremely bad. The general area consisted of right entries being driven on the face course, with openings 14 feet wide. The entries were driven on 60-foot centers and the crosscuts on 30-foot centers. Normal roof support necessitated bolting with four bolts per row with rows on four-foot cen ters, and in most instances the bolt-supported roof had to be reinforced by the use of steel crossbars set on about five-foot centers. Crossbars were erected in this area imme diately after the next cut of coal was re moved. The normal pattern of bolting was (fiscontisued and crossbars were spaced on three-foot centers. Two vertical holes, one and one-half inch in diameter and four feet in depth spaced two aod one-half feet from die coal face and three feet from either rib, were drilled in the roof and injected with the resin mixture after each cut had been loaded out Inasmuch as the average depth of each cut was 10 feet the pairs of holes were on approximately 10-foot centers. The work was begun June 26 and completed July 23. A total of 179 gaQoo* of resin was injected in the two entries aad the crosscut for a total distance of approximately 140 feet The amount of resin per hole ranged from 04 to 24 gallons. While hole seven was being pumped, resin was forced out of holes at the shade strata in the left rib; this is an area in which the roof fell above the normal roofline. Where resin emerged from fissures or breaks in the root, i! pumping was discontinued. Under normal conditions the holes were pumped to refusal; this occurred in 19 of the J2 holes. The other holes were not pumped to refusal for varying reasons. The test work proved that resins could be injected easily into the roof strata over entries of the Upper Freeport coal bed. The flow pattern of the resin has not been ac curately determined, nor has the depth of penetration over solid cool found, but the work indicates that favorable results can be obtained. The effectiveness of the resin in bonding roof structure has not been completely de termined, but test results lead us to feel optimistic on this point. Additional tests must be made with equip ment able to provide higher pressures and tests must also be made in other coal beds before definite conclusions can be drawiuA THE EFFECTS OF CORROSIVE ELECTROLYSIS ON METALLIC ROOF BOLTS by JOHN M. MUCHNOK electric*! inspector, Pennsylvania Department of Mines & Minerals Industries, Hopwood, Pa. The support of roof strata of under ground excavations is a major factor in mininf. As tonf as wood props were used the miner depended upon his experience and judgment in adapting the supports for the varying conditions. Wooden supports car ried weight up to a certain point; when loaded further the prop split, dropped the load and the support pattern was lost. Props with higher strength and elasticity made of iron, steel or light metals were tned and showed advantages over wooden timber. Some of the advantages of this type of support were: 1. Safer because of higher mechanical strength. 2. Installed more easily. 3. Re-used repeatedly. 4. Paid for themselves in a very short time in spite of the higher initial cost. As mechanization began to increase, ef forts were made to find a roof support that would increase production efficiency so that mining machines could advance more rapidly under safer conditions. This method led to the exploitation of the steel bolt inserted in a split rod or an expansion unit The basic principle is the reinforcement of mine roof with steel rods imbedded and anchored in the strata at points least likely to be affected by stresses. This holds the strata together preventing ordinary sag and forming a strong consolidated beam by the mine roof. In the overall picture, bolting is effective when properly applied. As with any innovation it has not been a panacea. Although it eliminated some undesirable features it created others that need attention. Bolts to be fully effective in supporting a mine roof must be taalformly stressed when anchored. Any variation in stress or anchorage weakens the roof support and renders It ineffective. Where conventional props were usually placed under the mine S roof, metal bolts were inserted into the roof strata. Meta] bolts imbedded in the earth can the* be literally described ns ground rods drives into the earth. Since all metals have an electrical pr*rmii more so in contact with the earth, there arises (he prob lem of corrosion by dcctxoiym. To main tain a safe and sound roof control program we must consider corrosion. CORROSION REVERTS METALS TO THEIR ORIGINS A definition of comwioo is, `'the destruc tion-of a metal by chemical or electrochem ical reaction with its environment.'' It is a precipitation of femigiaoes metals back to their natural state; Corrosaaa Is. therefore, nature's efforts to iuut refined metals back to the forms they were originally found in the earth. The corrosion of metallic bolts by electrolysis is a chemical decay under environment influences is which nature re verses the process by which man obtains his construction materials. The rapid formations of iron rust when a clean metal vs brought in contact with air and water can be classified as ordinary oxi dation and is retarded when ferrous oxide forms a protective film. The rusting of iron has been looked upon as the same reac tion under all conditions. Wc now find it complicated by many variables, the majority of which have not always been taken into consideration. The electrochemistry of corrosion U re latively simple. First there U the metal; It is hard, doise. opaque firm, insoluble in water and is a conductor of electricity. But metals can exist as ions, soluble in water, charged positively and help carry an elec trical current through a solution. When metals change to fans wc have the funda mentals of transporting metals in an elec trolyte. When two metals are immersed in water a voltage is set up. Adding salt, adds and Coei AftHtnp fnJuriry placing dissimilar metals in the solution, increases the voltage. Combining two metals or electrodes in an electrolyte constitutes jut electrolytic cell. A cell that generates its own voltage is called cither a voltaic'or galvanic cell. Placing metals In earth we create such ceils when one or more rods arc used. Earth does not have equal prop erties as an electrolyte. The more active the earth as an electrolyte the more current will flow and the rate of corrosion will be faster. When current from an outside source is forced through a cell we have what is called an electrolysis celL A good example of this would be stray DC currents from the mine distribution system. A concentration cell forms when a metal passes through areas of unequal electrolyte. This can be caused by natural soil changes, by the additions of chemicals from the surrounding environment or by the inter mixed strata of the mine roof. Variation in the concentration of a solution in contact with metal tends to localize corrosion. When different concentrations are in con tact with a metallic structure, the area of metal in contact with the more dilute solu tion will become anodic and corrode. When a current flows through a cell a chemical change takes place. To simplify corrosion work current flow is designated as flowing from anode to cathode; The cur rent flow from anode to cathode in an elec trolyte is the same under all conditions. The flow of current from a metal causes loss of metal but at tfifferaag rates depending upon the type of metal involved. For example, one ampere of current flowing from iron for one year carries Z5 pounds of iron, whereas 75 pounds of lead are carried by me ampere in the same period. Therefore, unless certain precautions are taken, corrosion can be a continuous process that can ultimately cause serious damage to roof bolts and produce dangerous conditions in a number of ways. The seriousness of this may not always be realized. Usually the hazards are not readily apparent because the action, whether slow or rapid, cannot always easily be detected. This situation can ultimately cause serious hazardous con ditions for the personnel. The preceding paragraphs are the basic fundamentals why corrosion occurs. It must be remembered that all metals possess an electrical potential. Since all mines use metal to a greater or lesser degree, they are all susceptible to corrosion in one or more forms. .... none can deny this. This paper deals mainly with roof bolts but the fundamentals can be applied to any metallic structure such as trade, pipe, trolley hangers, beams, armored cables and any other metals offering a path for electric current. WATS CORROSIONS OCCUR There are a number of situations favor, able to corrosion. The following could be elaborated upon a great deal more but has been made brief and condensed so that it can be covered in the space allocated: ENVIRONMENTAL CORROSION: When metals are exposed to locations con taining chemical dements such as salts, alkalis, carbonate* and adds, corrosion occurs. GALVANIC CORROSION: The con tact of dissimilar metals or dissimilar parts of the same metal structure in an elec trolytic medium will create corrosion. It is also created by contact of metals In dis similar electrolytes, dissimilar concentrations of the same electrohie and any number of atmospheric dissimilarities. Dissimilarities form galvanic cells which permit the flow of electrical current in an internal generating unit permitting the transfer of metal in an electrolyte. STRAY CURRENT CORROSION: When current from an external source flows or is impressed upon a metal structure, a polarity difference is set up within the structure. The metal then become* a con ductor, No difficulty is encountered where the current enters the metallic structure. Where current leaves corrosion occurs; corrosion can be very rapid and extensive if any great amount of current is present. STRESS CORROSION: Tensile stresses build up at metal surfaces under static load ing. Stresses, either by applied loads or of a residual nature, can influence the rate, nature and distribution of corrosion in some of the following ways: t. By shifting the electro-chemical poten tial wherever the greatest point of strain occurs 2.By accelerating the' rale of corrosion 9 1957 National Safety Consent Coal Minims Industry 3. By damaging protective films 4. By changing the characteristics of the metal and precipitating solutions 5. Increasing corrosion by mechanical ef fects, ie, elongation of the roof mem ber ^ Stress corrosion through research has been analyzed as the most destructive and difficult to control. Corrosion of iron and steel depend on different factors that control environment. Three common types can be considered as atmospheric, water and soil corrosion. As sociated with coal bearing measures are large quantities of sulphur bearing mate rials. Shales and geologic formations above the coal measures contain precipitation of solutions of sulphate of aluminum, ferrous iron, ferric iron, calcium, magnesium, so dium. potassium and chlorides. These are some of the most highly corrosive elements known to man. The mining environment is. therefore, nature's ground bed for an excep tional corrosive atmosphere. The two conditions that cause the most difficulties in underground corrosion of bolts are stress and concentration cells. Metals subjected to constant stress fall considerably below their statie ultimate tensile strength. For carbon steels this endurance limit is about one-half tensile strength. Even a small amount of corrosion with cyclic stress will considerably reduce the endurance of the metal. Concentrated ceil* and stress tend to accelerate the rate of corrosion. The com bined action of stress and corrosion is called, "corrosion fatigue". Corrosion fatigue is independent of tensile stretigh. The combi nation of stress and galvanic corrosion can be construed as probably the most destruc tive form of corrosion found anywhere. WATS TO PREVENT CORROSION Thus far, there has .been demonstrated only the destructive effects of corrosion, but as with everything else there can be some protective measures applied. Deterior ation of metals can be prevented or reduced in three ways: 1. By using a more resistant metal 2. By the application of a suitable pro tective coating 3. By making the environment less cor rosive There can be effective protective means employed and designed to meet the partic ular conditions prevalent hi each mine. A recognition of the corrosion problem affects the design, choice of materials and applica tion and com) naiatoance and economy. We raimoc do too mods about mining en vironment. but we can institute protective coating that has: !. High insulation resistance 2. High dielectric strength 3. Unaffected by adds, alkalis, salts, or ganic solvents and soil and metal stresses 4. Manufacturing bolts with alloys that resist or reduce corrosion We encounter simitar difficulties with wooden props. The original props were green timber with preference given to wood cut in the fall or winter season because the moisture was in the root system. This gave a higher tensile strength and some resistance to deterioration. Little attention was paid to timber m short-lived face areas, but where timber on haulageways and air courses had to stand indefinitely the re sultant deterioration became s matter of concern. To alleviate this situation it was treated with a preservative which increased im measurably the life of the timber. Some of the same treatment can now be applied to bolts, especially where entries will stand for long periods of time; The rate of cor rosion wiQ vary with the change of seasons, change of atmosphere, the kind and extent of environment, and the concentration of cells reacting with stress and elongation of each bolt. * To conclude, here's a brief summation of how some of the findings of this paper came about. When Honorable Joseph T, Kennedy became Secretary of Mines and Mineral Industries of Pennsylvania, he re cognized the merit of roof control programs. He felt that if Improvements were to be made, it would be necessary to analyze roof problems more thoroughly. Secretary Kennedy felt to reduce the number of fatalities we must understand the causes that lead to the fatalities. He alerted the Deputy Secretaries and In spectors to investigate to find WHERE and 10 U'HEN men were injured and killed and at least to theorize WHY. Concentrated efforts have already shown results. We recognize that future improve ments will have to have the ben efforts of til of us. Safety with the Pennsylvania Department of Mines and Mineral Indus tries is not an effete and vicarious slogan. Working together with tabor, management and other safety-minded organizations we are trying to alleviate unecessary suffering and distress by all lawful means. Corrosion is one problem that deserves considerable attention and research to be reduced to safe proportions. The mining industry cannot afford to ignore it. Applied research and technology can begin to visual ize the broad field that corrosion covers. These are not the potential hazards crated by electrolysis. But if enough emphasis is placed upon the subject, mankind can answer some of its problems in electrolysis and other related fields. Regardless of what is accomplished now it should lay a founda tion for a dearer understanding of our present problem and a better tomorrow^^ MINING WITH THE COAL PLANER INCLUDING SAFETY ASPECTS by RORERT J. MARRS general inspector, Eastern Gas & Fuel Associates, Mount Hope, W. Va. At our Stoteibury operation of Easters lias and Fuel .Associates, we use what is called retrating scmMongwall in the 39 inches Pocahontas Ka 4 seam. We develop parallel sets of three butt entries 2300 feet deep by conventional mining method laving > solid block of coal 330 feet wide between these entries. The back ends or inby ends of these butts are connected by two entries.' one used as a bleeder and the other as the longwalL- From this point the planer retrats to within 60 feet of the main entries laving the butt entry' chain pillars unmined. The right hand entry of each butt has slated tattom and is used for belt haulage and track supply haulage; it also amts the necessary* compressed air, power, and com munication lines. The had end of the planer moves down this entry, while the left land entry of the other butt carries the tail end. STRUCTURE Ofi PLANER The machine itself consists of a headpiece, l tailpiece, armored double-chain conveyor, and plow. The conveyor is built up of pans 39 incha long, and is flexible at each joint to the extent of five degrees in each direc tion ; the continuous chains carry flights every 42 inches and move at a speed of ISO feet per minute. Attached to the conveyor is a heavy guide tube which carries the plow. The plow chain is continuous also, the return strand carried Inside the guide tube. Chain sprockets at both ends of the coaveyor pull the plow at 75 feet per minute while it plana in cither direction to a depth of 2 inches to 6 inches. Drive units are located at each end of the conveyor and are called the headpiece and tailpiece. The number of drive units depend on the length of face, each end using cither one or two 50 H. P. motors. Power is transmitted through a fluid coupling to a gar reducer which runs the chain sprockets for plow and conveyor. An air-operated clutch allows the conveyor to move while the plow is idle. Air cylinders spaced at 20 feet along the conveyor keep the conveyor advanced to the face. The headpiece and tailpiece can be advanced by an automatic ratchet shifting device or by separate electric hoists. Control of the machine is achieved at two stations. The main control panel is mounted on skids about 300 feet bode from the fac*. These controls arc set at the be ginning of the shift and actual operation of II 1957 National Safety Congress Coal Mmmg industry the planer is effected at the headpiece by a small lour switch panel. Coal from the conveyor spills into a spceded-up standard mother line chain-con veyor where it goes to the panel belt and is loaded into mine cars in the main entry. We in the coal mining industry arc inter ested in production. But our primary ob jective is or should be the safety of our men. Some of the safety advantages planer mining offers over other types of mining can be seen in our Stotesbury operation in south ern West Virginia, the only planer set-up we operate. SAFETY IN PLANER Some safety features in planer mining that are advantageous over other types of mining at Stotesbury are: 1. Timbering and roof control 2. Ventilation and mine gases 3. Coal dust and rock dusting 4. Explosives and blasting 5. Electricity 6. Communication 7. Planning TIMBERING AND ROOF CONTROL Roof support along the Longwal! face is designed to provide three things: 1. Protect men and machinery- 2. Allow subsidence of the roof under the dead weight of the overburden. 3. Lower the roof to the floor in a syste matic manner. At Stotesbury we support an 11 foot width of roof along the face. Five feet of this area are taken up by the planer conveyor and must be prop free: This is effected by the use of steel collapsible props with steel roof bars projecting over the pan line. The remaining six feet of the face area are roof supports where the m^ner works. In starting our panels, the first roof falls usually occur after planing about 50 feet of coal The falls are usually preceded by the unsupported roof sagging, working with con siderable noise, and then sections of the un supported roof falling. After the immediate roof falls and the face has retreated further, falls involving the higher strata occur, accompanied by the strong cracking noise of normal pillar 12 falls that practically all miners are familiar with. When 300 feet of coal has been mined out, a good break line has been established and subsidence can occur as it should for the remainder of the paneL MINOR FAUS Subsidence or minor falls of the immedi ate roof usually occur in four feet to cis feet wide blocks. They are seldom more than four feet thick and vary from 10 feet to 40 feet in length. These minor falls, usually accompanied by smaller debris front the crevices, come in soon after supports have been removed but sometimes they drop during the process of removing the last jack and the debris covers it. However, all steel supports are recovered. The condition that governs the line of break is usually a crack that forms over the lace. Since there is about three inches of con vergence from (he face to the gob line, the rock must break. At times this break will shear a few inches making an off-set in the roof. If the breaks are close together, about 12 to 18 inches apart and there is no support between them, slabs of rock are liable to fall onto the conveyor necessitating forepoling. The profs must incorporate four impor tant features: 1. They must be of adjustable height to allow for variation in the thickness of seam. 2. They must be set under a load, usually five to 10 tons, to secure an even re sistance to further load. X They must yield mechanically as the lead increases. Our jacks have a total yielding pressure of approximately 60 tons. 4.Tbey toast collapse instantly to facili tate removal. Because each mine has its own character istic roof eooditioo*. the preceding require' menu have been met in a variety of ways. Six different makes of props have been used at Stotesbury, all of which are manufactured in Europe. They* are either of the hydraulic type or the mechanical type. Mechanical props are the most popular, typo today because of their higher load carrying capacities. Friction is the principle j behind the yielding feature, . These jacks are set in staggered rows of two jacks to the row, about 42 inches apart and are set on a maximum of 30 inch tenters along the face. Approximately 330 jacks are used across a 330 foot face, set <-*i a staggered pattern, fa other words this equals one jack for each lineal foot of face. \V*c support only 11 feet of roof behind the face and by using 330 jades to 330 feet ai face the piscc is timbered about as closely as possible to leave working space for the men to more about Further support is offered by the props through the use of > steel headers called cantilever bar*. At Siotesbury we use a 13 inch "H" section bar weighing 55 pounds. Lugs on the bars mesh with the lugs on the head plates of the jacks to keep them from ticking out under weight. Two-thirds of the length of the cantilever bar extends toward the face offering support over the conveyor line. Further forward support can be effected by hinging another cantilever bar to the end of the first bar and then loading it against the roof with a special drive shoe. This process is called fore-poling. When the conveyor has moved forward enough, a jack is set under the fore-poled bar and the shoe is removed. At our mine we do not normally connect U- bars or use forepoling. OTHER WOOD REINFORCEMENT Secondary reinforcement is offered by wood cribs set 10 to 20 feet apart as condilions warrant. They have a four-fold pur pose: 1. Prevent props from penetrating soft hottom. Lessen the danger of any side thrust of the roof. 3. Proride additional reinforcement when used with props. 4Allay the fears of the miners psycho logically. Thus, at Stotesbury wt use crib* for psychological reasons as well as reinforce ment. A man works only as safely as he thinks,he is; therefore, it has proven advan tageous to use cribs at all times. They are built from 6x8x24 inch wood blocks, with one tier comprised of steel chock releases to facilitate their ranovaL Tripping is accomplished with a hammer, at which time the cnb collapses and is then rebuilt against the conveyor. I will venture to say for the amount of roof exposure, a planer face when timbered to our standards is better protected than most other types of face mining. Hot only from the standpoint of the quantity of jacks and cribs used in the timbered area, but also from the total weight carrying capacity. For the last inventory of jacks on our 330 foot face, the total weight carrying capacity was around 20.000 tons. VENTILATION The ventilation for a planer face is sim plified by a positive ventilation at all times without the use of liae curtains. Only 6,000 to 8,000 e.f.m. are required to ventilate the face adequately and keep the methane per centage below yi of one per cent Positive pressure is maintained against the gob line toward a bleeder and a return entry. Two flame safety lamps are tn use at all times, one on the return side of the face and one carried by the foreman. Intake emergency escapes are established in entries on either side of the face. The men farthest from an escapeway would be the men working near the middle of the face or approximately 165 feet away. COAL AND ROCK DUSTING Practically all coal dust accumulations are eliminated by close pillar falls. Suspen sion dusts are at a minimum due to the plowing effect of the planer along the face allowing the coal to turn over gently on the pan line, and. of course, the short dis tance the coal falls is another factor. Water sprays are maintained at the dumping point The many hazards connected with han dling of explosives and blasting are totally eliminated since none are required In this type of mining. All electric cables crossing the face are installed in double chanel irons in sections to the conveyor line. No cables are on the floor to get* cut, bruised or otherwise dam aged by, falling objects or by moving equip ment This greatly eliminates the possibility of short circuits, electric shock and cable fires. Communication across the face and from head to tail piece consists of yellow non- 13 1957 National Safety Congress Cast Mining Industry flare signal lights installed 20 to 25 feet apart along the line. All workmen see these signal lights and can give signals from any point, all the way across the face. Telephones are installed at both the hod and tail pieces. Six trolley phone* terve as a public ad dress system across the face. These phones operate on a different frequency than the dispatching and haulage phones and the units are spaced about 50 feet apart. All men can clearly hear instructions given at any point across the face If trouble arises at any point along the face everyone is in formed. PLANNING OPERATION While one face is on retreat, another set of butt entries is being driven with bleeder entries established at the back end of the new section. We also have another complete plow unit which we use as a standby. While one unit is retreating, the other unit ts completely repaired and set up on the next section. This gives management time to make a complete move, try out the equipment and correct any faults before the new section is put into operation. Thus, the change over from a worked out to a new one is orderly and the rush usually accompanmg major move* is eliminated. To get clean even roof falls behind the face of the planer it is necessary to keep the face even and on a 90 degree angle to the butt entries. To keep the face straight, paint marks are made on the ribs of the head and tad entries. These marks are 25 feet apart and serve to keep the headpiece on one entry even with the tailpiece on the opposite entry. The planer wait into operation September 1955 and has mined 1.000.000 tons of clean coal, an average of 250.000 tons per year. During this time 17 injuries have occurred, die targe majority being finger accidents while handling jacks and most of these dur. ing the first year of operation. ^ SAFETY AND OPERATING PROBLEMS OF A MODERN HAULAGE SYSTEM by WILLIAM KUILISH production engineer, Mathics Coe! co., Pittsburgh, P. The importance of a safe and efficient haulage system is invaluable to any coal mine. Coal must be produced at a fast rate at the face and transported to the cleaning plant safely and without unnecessary delay. Analyzing the 82 haulage fatalities that occurred in the bituminous coal mines in the United States in 1956. it is found that 71 occurred underground and II on the surface Motormen accounted for 20 of these fatalities and brakemcn 24 or nearly 54 per cent of the total haulage fatalities. These accidents occurred by collisions, contact with low roof or crossbars, derail ments and workers being ought by moving haulage equipment or being squeezed be tween (he equipment and the rib. 14 Of these fatalities 72 per cent occurred j on the haulage roads, 28 per cent to men ] with nine years or more of job experience, and 30 per cent of the victims had less than , one year job experience. The average age of the victims was 44 [j years and the average mining experience was ! 21 years. This shows that welt-experienced men as well as others are susceptible to fatal injuries in haulage accidents. A study of the principal causes of fatal accidents indicates that 29 per cent of the victims were ought by moving haulage equipment, 23 per cent came in contact with tow roof or crossbars. 16 per cent were squeezed between haulage equipment and die rib, 15 per cent occurred by collision. 10 per cent by derailment, and nine per cent from other minor causes. Nearly one-third of these accidents occurred between 9 a.m. and noon. VIOLATED SAFETy COOE Of the 82 haulage accidents. 44 per cent were violating the Federal Mine Safety Code. Nine accidents were in violation of icction 6-g of Article VII, which states (hat no person should get on or off moving locomotives or cars moved bv locomotives provided, however, that the brakeman may get on or off the rear end of a slowly moving trip. Vine accidents were in violation of section 6-f and 4 violations in section 4-1. Fifteen other accidents violated various sections of Article VII, which deals with transporta- Since 54 per cent of the haulage accidents affected motormen and brakemcn, the man agement at Mathies Mine planned to de velop a safe and efficient haulage system to reduce haulage accidents. Mathies Mine was opened in 1944 and 18 million texts of coal have been produced Vo fatalities have occurred involving rad transportation although a few minor acci dents each year involved motormen or brakemcn. One haulage safety feature at Mathies is the two main parallel tracks, one lor traffic in and the other for traffic out. This permits fast, safe and efficient handling of coal trains with minimum interference be tween the loaded and empty trips. Double track requires fewer mine cars, no passing siding and no dispatcher. ILOOC LIGHT SIGNALS Trolley phones are installed on all main Ime locomotives as well as gathering loco motives. The motormen keep in touch with one another and when passing certain known points along the haulage road their loca tion is given to other motormen in that vicinity. Each working unit in the mine has a telephone. When a shortage of cars exists the lampman is called and he relays the message to the swing motornun or main line motornun. At all mam intersections, face entries, and crossovers Cheatham electric switches align the switches for fast transportation. Block signal lights are also installed at these intersections to stop traffic in all other di rections. These block signals are also in stalled on down grades and around turns. At Mathies Mine only one locomotive ts allowed m one set of block signals at ooe time. Each motonnan must get his own green light before moving the trip. As a result, a constant flow of empties and loads without interruption are taken into and out of the mine. In 1956, five per cent of the haulage ac cidents in the United States occurred because the motorman failed to get a clear track from the dispatcher; as a result three men were killed. Many mines with a small daily output and a limited coal reserve could not install two main haulage roads due to the high initial coft. At Mathies Mine, a large reserve and a large tonnage are produced and two haul age tracks are necessary. In cose of a derailment or wreck traffic can be rerouted over the other track until the first is cleared. DRAINING WATER FROM TRACKS A high standard of track installation is followed. A. C. E. 85 pound rail is used exclusively on the loaded road and on all radius curves. On the empty track 60 pound rail is used. With the introduction of the 50-ton locomotive both main line trades will use 85 pound rath All main line track joints are welded. .The thermit-welded joint gives a stronger and more durable joint than the electric arc welded joint. Practically all the frogs on the main line connections are number live with number three and four on the face entry tracks. Creosote treated six inch by eight inch by six foot ties are laid on 24 inch centers in via* ballast. The slag is forced down under the ties to a minimum depth of six inches by using air tamping hammers. Rail is carefully aligned, and the track spikes driven by air hammers. Is 1956. five fatalities occurred in the United States due to derailments, two be cause of the poor condition of the trade. At Mathies Mine, well laid track is stressed. Additional measures are taken to keep the track properly drained. Wherever water appears on the road a sump five to six feet 15 1957 National Safety Congress is dug in the nearest breakthrough, pre ferably between the two main haulage roads. The sump is covered with three inch plank or a concrete slab and a small automatically operated centrifugal pump is installed. Id a parallel entry an eight inch cast iron universal pipe follows the main line and also the face entry track. This eight inch line has fire connections at frequent intervals to provide fire lighting protection along the entire length of track. This eight inch line acts as a discharge line and water cut be pumped back through the line in case of fire ajgu^the main line tracks. For adequate roof support, roof bolts four or five feet long are placed three and one-half feet apart and the rows are on four foot centers. Whenever doubtful roof is encountered six inch by six inch steel "H~ beams are set on a minimum of 10 foot centers, supported by pin rails or cement Mode piers. Salt treated three inches thick are placed either in the webbing or on top of the beam. In the hut 10 years these beams are never placed lower than 70 aches above the top of the ra*L Adcy-se clearance above the track t* attnw' ior a tar Haulage road Lm year IS tacabor* me-- curred in the beets* eettl mate* H*** men ow emmet weM lm mafia or crossbar*. I.evd* are takaa am rtw wak mrrtm to tfeienmw atmtwr h. gw*r ftoeeuw* or top before laying the ira* Mm* >W| are leveled by ibuutmg, v* mo hung* *r leveling the track- TW ay; Hscfc m M graded to the mat loadid trade. It ha* Inn fr--t*, miauM grade of two m<1 uw-Mt per am ot under >{un land* be ** >ltw * wns necessary to ri>ew 13 M i/t huWum tmi 10 feet of top vd* a IW tuec dimmer To uvi-rconw dun two and awn-half per cent grade wftwcfc nos agnme the fewk. 50-(oa kamwwt ** mwd. k yunm three loerwmve* are md and cads hauls 45 to 50 fended one cars up this grade. These ears arc of eight-wheel nrhrcl trod* design, 120 cable foot capacity with a tare weight of 42 tows and a gross weight of 14JZ3 tons. They are 17 feet long inside and seven feet wide, -46 inches above the top of the rail and measure 18 feet 10 indies center to center of the Wtllison Automatic couplers. 16 Whenever cars are polled up grades, spring latches are placed at interval* of 500 feet to derail the cars in case they are separated. These derails are possible with single di rection track and eliminate the need of a trailing locomotive. SAFETY IN LOCOMOTIVES Since Mathits Mine has grown in size a locomotive was needed that would have little trouble on adverse grades and could handle 45 or 50 loaded mine cars at one tune. Three 50-ton locomotives were pur chased and good results have followed. These 50-ton locomotives are at present the largest single unit locomotives being used in the coal mines today. They are 37 feet long, have eight wheels--four on each swivel truck, a draw bar pull of 25,000 pounds, a 3!-inch wheel diameter can nego tiate a 55 foot radius of curvature, a nom inal weight of 100,000 pounds, operate on a 44 inch track gauge and 300 volts D.C. current. The more important safety features on this locomotive are: f>ywam'e braking. It has ten steps of parallel motoring and seven steps of dynamic braking Movement of the handle clockwise from OFF. arranges control circuits for motormg, cutting out increment* of resistance cmtal the tenth step which has no resistnet and is a free running position. Move ment of the handle, counter clockwise tram OFF, arranges control circuit* for braking. Dynamic braking is used mainly for holding trains at uniform speed on grades, and decelerating trains. Operation for dy--ry braking cut be continuous at 17? ampere* or below. Operation must be in termittent above 175 amperes. If speed of train is tinder four mph dynamic braking w greatly reduced aod air brakes (top the train. With a loss of power dynamic braking is interrupted. Trolley Retractor. When the trolley retractor valve is de pressed, air enters the retractor housing causing the plunger and plunger shaft to rise and relieve spring pressure on the trolley pole. This allows the trolley pole to drop down and clear the overhead Coat J/oiing Industry wire. Removing hand pressure from the trolley retractor valve cuts off the sup ply of air to the retractor housing, and spring pressure again raises the 1 trolleypole. End .Section*. Both end sections of the 50-ton locomo tive are rounded and the sides are tangent to both ends. The end section on the operator's side is two and three-eighths inches thick of a heavy duty steel The end plates conform to the height of the side frames. A small opening in the ' side of the end section allows the motor* ! man to enter the locomotive safely. Head Lights, Both head lights in front and rear of the locomotive are recessed into the end sections and a five-eighth inch steel plate surrounds the light inside the cab. fire Extinguishers. On each tsaa lew feecaoeve as well as each gathering fecuoocive a 2D pound dry chemical fire e*t**her t earned tor fire protection. Rentiers. Readers together wuk u*.L **J are standard miyewt < Suable locomotive*. HaUL*4K At present cu*l <* wn mfe* m the dcaeang plan* !*n n* i*e* entry; the shortest ft**; m *w ~i`-- Tbc number rw UxMOWjtjve; g Ju-tm tws* Jna. hauls coal 3hM* :* to the cfeantnc plans and ft** round mp* of 50 cars each. .% tear and une-KJt per test grade foe a 4i`.aw t>i 4,0*6 leer is to tivor of the fends. Hus mam fine locomo tive serves ua worfeng aett m this face entry. Each main hne feecosotrre is manned by one operator and the side tracks are ar ranged so the unpots are pulled into one side track aod the loads are immediately picked up from another one. If it is neces sary to make up a coal train from two side (racks* the gathering haulage crews give any necessary help. The number three locomotive serves five working units tn two face entries and travels 30.000 feet to (lie cleaning plant This 50ton locomotive averages 45 to 30 cars per trip and makes four round trips per shift. .Another 50-ton locomotive which hauls from a farther point in the mine takes any ex cessive amount of loads that accumulate in either of the three face entries. Empties are dropped off on the return trip in pro portion to the amount of loads taken out. Two 50-ton locomotives number four and five, haul coat 38,000 feet to the cleaning plant and serve eight working units in two face entries and one main development entry. The number one locomotive, a 30-ton tandem, is a spare locomotive in event of a breakdown on any of the main line loco motives. Within a year and a half three of the nearest face entries from the cleaning plant will be worked out and these 10 units will move into two of the new face entries now bemg developed. It will then be possible to confine all of the working units into two or three face entries and one main development entry. .As the main haulage entries are developed, the third main face entry to the south will be turned to the left of the present haulage road. Thts Lot face entry will naturally create * haulage problem since the coal will be Hauled 1* miles underground to the dcaamg plant .Although this problem will not he faced tact! 10 years from now, plans muse be made now to avert any future bot tleneck. DERAILMENT MOtLEMS Derailments of coal trains also cause crious haulage problens. Traffic can be rerouted over the empty or loaded road. But this practice is not followed unless the derailment can be corrected within two hours. The majority of the more serious derailments involve the loaded mine cars. The last one derailed 56 loaded cars and more than 1,000 feet of trade Since h would be inconvenient to reroute traffic over the empty track the next two operating shifts were idle. This derailment was caused by taking a trip over a broken rail. Failure of the main coupler pin on a mine ear has also caused derailment of a loaded coal train. . 17 1957 National Safety Congress The coal train was being pulled up a two and one-haif per cent grade when the pin in the coupler broke. The loaded coal tram drifted down the hill and was derailed by the first spring latch. This wreck prevented the mine from operating efficiently that day and mining operations were cancelled. Whenever a broken rail is found the gen eral foreman is notified immediately. He will send one or two trackmen with acety lene torches and splicing bar to repair the broken rail. This rail will be electricwelded on the first idle day. A careful check on mine cars is made each shift at the cleaning plant. Whenever a car needs repairs, it is sidetracked, re paired and put into service as soon as pos sible. If mine cars need repairs in the working sections, the)* are dearly marked with chalk with the word SHOP and are taken outside for repairs. A record is kept of mine cars that re quire new trucks and their performance is noted from year to year. Each mine car travels over 5,000 miles each year and 000 cars are now in service and the labor cost for mine car maintenance is .015 cents per too. The per ton mile cost for transporting no) at Mathici Mint is on, o f the lowest in the industry because of the large ton nage handled over a main tine system. The cost includes installation and maintenance cost for trade, annual locomotive costs and labor, power for locomotives, and mine car annual cost and labor maintenance costs. This installation track cost is high but is necessary to insure a steady Sow of cars into and out of the mine at a high speed, OTHER SAFETY FEATURES Moch planning and heavy* expenditure* are put into this haulage system. Entries are not driven more than 14 feet wide. Roof support is obtained with five foot roof bolts and where necessary beams, piers and three inch planks are used. All road beds are graded especially on the loaded track to maintain a two per cent grade or less. Haulage roads are drained by sumps and automatic pumps. For much of the distance the two parallel mam haulage roads consist of 85 pound and 60 pound rail. On all new roads now under construction 85 pound rail will be used ex clusively. AH rail joints are elecinc arc welded and/or thermit-welded. Creosote treated ties are laid on 24-inch centers wit!a slag ballast. The sidetracks are located in each face entry to transport empties and loads safely and efficiently with a minimum amount of interferoice. Block signal lights and auto* marie eleetnc switches control all main in tersections. Each haulage locomotive is equipped with trolley phones and the motormen communi cate with each other constantly. Telephones are located at each loading point in the working sections. Messages from ih*. work, ing units are telephoned to the lamphouse and are relayed by trolley phone to the raotorman. It was necessary from the start of Mathies Mine to deign a safe, fast and efficient haulage system that could handle up to 20,000 tons of material per day. The same principle has also been applied to the tipple and preparation plant. This high standard haulage system has practically eliminated tmilage accidents at Mathies. REDUCE HAULAGE ACCtOENTS Management at every mine has the pri mary responsibility lor haulage system. The 82 haulage fatalities that occurred in the bituminous cool mines in the United States in 1956 must be reduced. This can be ac* complished by strict compliance with the Federal Safety Code, the Slate Mining Laws, and the various safety rules of the mine. Accidents can also be reduced by: 1. A high standard of track installation and maintenance. 2. Properly designed and protecting equip ment for tbe safety of the workers. 3. A positive communication system with j safety auxiliaries such as automatic j switches and block signals. ] 4. Necessary accessories for safe operation sack as slods, retailing device, lifting jacks, fire extinguishers, and other safety equipment. $. A well engineered haulage system that will meet today's problems, as welt it those in tbe future. 6. A preventive maintenance program whereby defective haulage equipment is 18 Coal Mining Industry * .taken out of service before it breaks down. . T. Selection of employees who are capable of performing their jobs safely and ef- fideotly. 8. Establish good safety practices to gov ern all haulage operations. By following such a program, coat min ing men can greatly reduce haulage acci dents.^ HOW TO AUGER MINE SAFELY by HARRY J. DUSZ chief. Division of Mines, SUte of Ohio, Columbus, Ohio Records of coal produced by auger mining in Ohio date baric to 1954 when 940,915 tons of auger mined coal were produced. This was three per cent of the total production that year. Auger mined coal In Ohio in 1956 amounted to 1.364.503 tons or 3.44 per cent of the total. Strip mining accounted for 61.90 per cent and deep mined coal. 34.66 per cent Our mining laws do not specifically deal with auger mining. However, under the taw, the Chief of the Division of Mines has broad discretionary powers. Section 4151.06, Revised Code, defining the powers and duties of the Chief, sates, "He shall issue such written orders and permissions as will permit the owner, lessee, or agent of a mine To take advantage of the developments of new type# of machinery and mining methods as they are developed, when demon strated to his satisfaction by the owner, lessee or agent that they are in the interest of wfety and efficiency.'* Under these pro vision# we formulated regulations for auger mining. Much difficulty at the beginning of auger operation was because no regulations had been promulgated and each deputy mine inspector had his own rules. Augers were mining in 11 different inspection districts and operating under It sets of rules. In the early part of 1954, the II inspectors visited ill auger mines in the state and each submitted a separate report A meeting was held to organize these* reports and recommoidations into tentative rules and regulations. A committee of six members and myself met with representa tives of three auger manufacturers who agreed to place the requested guards and improvements on all augers delivered in Ohio. RULES FOR AUGER MINES The foltowing regulations were estab lished. 1. A safety light shall be kept at the workings while augering. 2. No person shall enter auger holes except to save a life or recover equipment. Only experienced miners can enter these holes and a lighted safety lamp must be carried. When augering first started workmen went into auger holes for various unnecessary reasons, one being "we just wanted to see what it looked like in there,'* Many of aur auger mines are working the crop coal left after deep mining is completed. These worked out mines contain black damp, which diffuses into the auger holes when the auger cuts through. Often the roof is bad and is a hazard to persons entering the holes. Even with the definite rules, on October 12, 1956 two fatalities occurred from dis regarding rule 2. The first auger hole in a new series was cut through to an aban doned mine 58 feet deep. One workman entered the hole and collapsed, another work man then entered and also collapsed. They died in the hole and three others were over come trying, to rescue them. This accident was due to a complete disregard of safely rules. 3. All augers shall have a shield or pro tective device for material falling from the highwalL This shield shall be constructed of heavy screen or expanded metal so the ' 19 1957 National Safety Congress operator can see the condition of the high- wail at all times. It shall be constructed to deflect falling material toward the highwall 10 protect workmen while changing bits or working on the auger near the highwall. We have the highwall cleaned and prepared properly before augering is started, but small stones still* fall from the highwall. The screen can protect against these but not against targe falls or slides. Once ap proximately 20.000 cubic yards slid off a highwall that looked perfectly solid. This highwall consisted of a conglomerate of fire clay and shale intermingled with limestone boulders of various sizes. The auger and a large truck were completely demolished but luckily no one was injured. 4. Before beginning operations the high wall shall be cleared of loose material to be safe. Unsafe highwall areas shall not be angered, side of auger should be covered to make a larger landing for men to stand or walk. On some of the larger machines large holes in the walkway created a hazard. . . 11. If the auger is worked at night,' lights shall be installed to illuminate the work. The electric wires <h*Jl be in conduit. ' 12. Rope drums, chain drives, shaft coup lings and motor fans shall be to prevent persons from being injured by mov ing pons. The manufacturers are ciittailin* this protective equipment. Id, No person shall cross over the bits while they are in motion. 14. Mapping requirements: Engineers or surveyors should not enter the holes to make survey measurements. Therefore, mine foremen should record the depth of all anger holes, $o the engineer or surveyor cat* show the excavation by cross-hatching oo the nap. RAILINGS. EXHAUST PIPES, WALKWAYS 5. Where men walk on equipment, such as along the auger pit. on top of the motor cab, on top of the chain conveyor, across the back end of the machine or in front of the motor cab, there shall be a hand rail ing erected. When augers first came into Ohio no hand railing was provided The manufacturing companies provided these safety require ments. b. The exhaust pipe from the motor operating the hydraulic system shall be ex tended to keep exhaust fumes away from the operator. The exhaust pipe shall be guarded to protect persons from being burned by contact. Several workmen were burned by* a hot exhaust pipe. These pipes are now covered with a shield of expanded metal or a heavy screen. 7. The fan of the motor shall be guarded. Previously many fans were not guarded and created a hazard. 8. A walkway shall be installed over the bit coupling directly in front of the motor cab. The larger machines were a definite hazard when workmen stepped across the moving bit. 9. Steps shall be provided on the large machines opposite the hydraulic motors. 10. The openings between the steps and walkway near the large upright post oo left Besides the two men killed in 1956 no fatalities and very few serious injuries have- occurred in Ohio auger . The fatality rate per million tons of pro duced in such mines in 1956 was 1.47 eexa- pared to 0.43 for all Ohio mines. As stated before, this accident would not have hap pened if the rules were followed. OTHER AUGER MINING PROBLEMS Another problem of the auger method of mining occurs when a solid tract is mined along the crop and no provisions are made to recover the solid coal beyond the auger holes. When the crop is augered completely along the crop line, it is impossible to reach remaining solid coal by conventional deep mining methods. Our inspectors know that when this con dition occurs, the operator should leave at least 200 feet of solid coal at intervals along the crop line. This is a minimum, since Ohio law requires one hundred feet of solid strata between all openings to underground mines. Our policy prohibits opening under ground mines in augered areas where the necessary protective pillars cannot be pro vided. s Another bad practice is bootlegging coal after the augering is completed. Occasion ally people living near these abandoned mines get coal for their own use from rite pillars between auger holes. We discourage 20 Caal Mining Industry this and require that holes and face be covered after the augering is completed. One occurrence demonstrates that the au ger can be a life saver as well as a potential danger. Last June 26th a sudden cave-in trapped five men at an `Island mine" being worked by a continuous miner. A 42 inch auger on the same property was taken to the location where the men were trapped and three angling holes were drilled from the highwall. The first two holes intersected the entry in the caved area. However, the third hole intersected the entrv ahead of the fall and the five men walked out behind the drill. These men were trapped about 14 hours. However, had the auger not been available, it would have required at least three or four days to dean up and properly timber the caved entry. We are not proud of our safety record for anger mining, but do believe thac a strict compliance with the following recom- mendations will provide the maximum of safety. ----- Proper preparation of the highwall. Re moving all loose material including trees on die edge of highwall. Daily inspection of highwall including an examination on top of same for cracks or other signs of possi ble slides. ----- Not entering auger holes unnecessarily and if holes are entered a lighted safety tamp should be carried. ------Proper guarding of all exposed moving parts. -- -- A shield to protect workmen from fall ing stone from highwall. ----Being alert at all times. ------Wearing protective shoes and hats. -----Careful, strict supervision by the fore man. --Strict, efficient inspection by the mine inspecTorudb. A COOPERATIVE PROGRAM IIA00IIERT PREVENTION REMARKS OF ARTHUR BRADBURY assistant to manager. Coal Properties, Inland Steel co.. Wheelwright, Ky. The further advancement of safety and the prevention of accidents in eta! mines will result m inestimable benefits to tabor, managemon and the general public. The responsibility for safety should be shared by both parties chiefly concerned, tabor and management. However, the responsibility tor planning and initiating a successful pro gram is up to management. The cool industry has been plagued with high frequency and severity rates of acci dents throughout its history, but put im provements have been made during the post 10 or 15 years. Modi more remains to be done before we can point with pride and be completely satisfied with our accident ex perience. Programs for the prevention of aithing* have acquired increasing importance in alt segments of the industry. In recent year* great improvements have been effected in attitudes towards safety among management people and workers, which have resulted in excellent examples of cooperative and suc cessful effort. The operators of coal mines can obtain great benefits from a successful program effective in substantially reducing accidents. Aafety and riSciency are inseparable. Fewer accidents rcnlt in increased production and lowered costs, direct savings through lower compenfarioB charges and improved labor and public relations. Present-day conditions are much more favorable for conducting a successful safety piugram than ever before. Some features, which ta my opinion have contributed to this desirable situation, are: Operators' associations have organized safety departments rendering safety service to member companies. 21 J9S7 National Safety Congress The United Mine Workers of America also have their own safety department with headquarters in Washington and officials in charge of Union safety ac tivities in the various districts. Local* Union mine safety committees have developed stature and display a more genuine interest in safety problems. New methods of combating these hazards must be sought constantly. Emphasis should be placed on providing the safest possible working conditions and insisting on their being maintained. Rules and standards embodying good safety practices should be established and an inspection service pro vided to insure that these are not relaxed. Operators of responsible coal companies have conclusively shown that they want safe mines. The United States Bureau of Mines has expanded its safety education and re search facilities. When planning new mining operations, safety considerations should certainly play a prominent part in reaching decisions regarding mining systems and the type of equipment. These same considerations should enter into the plans for modernizing old mines. The greater helpfulness of the Coal Mine section of the National Safety Council. Improved state and federal mining laws. More frequent and thorough safety in spections by the United States Bureau of Mines and State Mining departments. The Wheelwright Mines operated by the Tntand Steel company were started 42 years ago and for many years all coal pro duced was loaded by hand. The company has kept pace with the constant improve ment in methods and equipment to remain competitive, and safety has shared largely in this improvement. MANAGEMENTS SUPPORT When organizing for safety, the greatest possible use should be made of all available services. It is management's function to provide a safety department manned by an adequate and qualified staff, and it is vitally important that top management's unequivocal support of this department is recognised throughout the organization. Evidence of this can be found in the progress in safety made by the company from 1942 until the end of 1956. Using the frequency rate as the yardstick for measur ing this progress, we find that in 1942 the rate was 61.44 per million man-hours, which was steadily reduced during the 15-yer period to 7.18 in 1956. This Utter figure was the best in the history of the company. As long as we are dealing with human beings, hazards will continue to exist. The natural hazards involved in producing cool from beneath the earth's surface have not lessened since mining began on a commercial basis. Gas and cool dust are just as ex plosive now. but knowledge has been gained and techniques developed until explosions from these sources have been almost elim inated. Roof falls have been for many years the principal source of fatal mine accidents, but we are constantly improving methods of supporting roof. ' ABIDE BT RULES Mecianization has created new problems. The handling of heavy face machinery and haulage equipment in confined spaces with poor illumination is conducive to a high accident frequency. The same thing can also be said for the tremendous growth in the use of electricity in coal mines. SAFETY SUGGESTIONS .Among the noteworthy changes which have contributed to the safety and health of the workers are: increased ventilation, elimination of coal dust accumulations, more thorough rock-dusting, control of airborne dust, provision of special covered man-trip cars and increased use of roof bolts. A major advancement in safety on the haulage system was recently accomplished at great expose by introducing large, mod ern mine cars equipped with automatic couplings and safety uncoupling device. Preparations for this change consisted of improving the track over miles of under ground haulage roads and replacing timbers with roof bolts to support the roof over large sections of main tine haulageways. The employer and his representatives must do everything possible to neutralize the haz ards aad plan a safety program to arouse the interest of. all supervisors and workers. 22 Coat Mining Industry Many coal companies have successfully achieved this result with varied programs. In my opinion, the individual components of the program are not too important. They have to meet the needs of the various types of operations. It is most important that they be presorted in an attractive and appeal ing manner with evidence of sincere and genuine endeavor to prevent accidents. New means of maintaining interest must be con stantly sought and variations adopted to meet changing conditions. MAKE IT APREAUNG Same of the principal recognized aids to a program for reducing accidents include safety inspections, first-aid and mine rescue training and contest participation, safety meetings of various kinds, safety competi tions incentive plans and special campaigns. However, one of the most universally ac cepted aids to a successful program is the United States Bureau of Mines 100 per cent Accident Prevention Training course for workers and supervisors. This type of safety education has met with unprecedented success, has the approval of management and mine worker officials, and the cooperation of workers has been outstanding. The employer should organize a program of safety which will utilize to the fullest practical extent all available services. This should include the active participation of the mine safety committees and all super visors. The key to accident prevention is the degree of interest that can be aroused and maintained among the entire working force, and this should be the objective of the program. REMARKS OF CHARLES A. FURCELL director, Indiana Bureau of Mines & Mining, Terre Haute, ind. Tlie word "co-operation" means two or more people working harmoniously to gether for the attainment of a common goal. In this ctse, the goal would be to reduce and possibly eliminate, accidents in the coal in dustry. Who are the co-operating parties- The two principals are management and labor, and I might add. management must take the lead. There are the various inspection agen cies, who can do much with the right ap proach and attitude of being helpful rather than playing the role of a policeman. Then the mine suppliers and manufacturers of mine machinery should follow a "Safe it as you make it." policy. Soon after I became director of the Indiana Bureau of Mines, in January of 1951, I was invited by the Lynch Reciprocal Coal Operator's Association, the insurance carriers for the majority of our operators, to participate in conducting a miner's First Aid contest. The contest was a success and everycue was pleasantly surprised to sec all the segiaoits of the industry working to gether. It was then suggested that we meet ooce a month and discuss ways and means to eliminate accidents. In a short time these meetings ted to the organization of "The Indiana Joint Committee for Coal Mine Safety-" Those co-operating to form this committee are. the United Mine Workers of America, through their district officials and Charles Ferguson, safety director of the United Mine Workers of America; the Indiana Coal Operator's Association, through some of their officers and mine superintendents; Harry Gandy, safety director of the Na tional Coal Association: the Lynch Recipro cal Coal Operator's Association, the Federal Bureau of Mines and the state Bureau of Mines. .Since its organization, we have met every month discussing accidents with ways and means of preventing a re-occurrence and planning First Aid contests, slogan contests, incentive programs, first aid and mine rescue training. Recently, in addition to our monthly meet ings, we have planned to meet three times a year and to invite mine supervisors, local union officials and safety committeemen to participate in a Saturday morning meeting. We feel these meetings have done much to bring about a better understanding with the men working in the mine of the things we are trying to do. 23 1957 National Safety Congress FATALITIES DECREASED We feel there has been a definite improve ment, not only in our accident record, but in relations between the various agencies charged with safety in the industry and , .eryone connected with the mining and marketing of coal. When I became director of the Indiana Bureau of Mines, there was more or tess the general feeling that at least IZ men were predestined to die each year in oar under ground mines. However, the last annual report, which covered a period from July 1, 1951 to June 30, 1952, reported only seven deaths, for which my predecessor w-as feel ing very happy and justly proud, because that was the lowest record our state had in fatalities. At the same time, I recorded six fatalities in my Erst annual report, ending June 30, 1953. We finished that year with 11 fatali ties; 1954 showed 10. In 1955 our new* law went into effect, and it called for an annual report based on a calendar year. To keep the records straight, we reported both a fiscal year and a calendar year. The fiscal year showed two, the calendar year showed three. Our 1956 report showed oo fatalities. In fact, we went front November, 1955 to May, 1957. without a fatality, A word of explanation, these figures come from under-ground mines only, and may vary from other reports which include ail mining. The reason for this is that the Indiana Bureau of Mines, under our State Coal Mining Law, has jurisdiction, receives reports and keeps records of under-ground coal mines only. When it comes to nonfatal accidents, we do not fare so welt, though we do show some improvement since we have been working co-operatively. The following report was taken from the files of the Lynch Reciprocal Coal Opera tor's Association and represents about 80 to 90 per cent of oar total production. We do not feel that we have the answer to all of our safety problems, and good rec ords have no raise tmkss they inspire us to greater effort and achievements. My purpose has been to be helpful by showing the tremendous and unlimited benefit that comes from honest co-operative efforts. IMS Tons produced ......................................... 5,i*?,7Q2 iUn hours exposure....,..................... .44$.9M Total days loot........................... Reported accidents ................................. 42.017 t.iM Time lost accidents................. 410 Compensable aeddeats .......... Fatal accidents .................... 275 S Permanent accidents ............................. Fatality--per million tons produced Severity (average) . 2 LOT 94S Frequency (average) ............................... US4 4,094.109 Z.93fm 2L.949 32JQ ,97* 7.47 79^9 4.474.939 3.097JO ISi..4in92 DM 4.9T,9 3,109.54* REMARKS OF LOUIS W. SCHULER assistant director. Safety Div,, United Mine Woden of America, Washington, D. C The Safety division of the International Union since its inception in June, 1947. has had one primary goal--increased safety in the industry and a resultant decrease in the aeddent rate. However, to increase safety In coal mines, cooperation is an essential requirement. There are few things which can be ac complished as individuals, whether it be in our own personal lives or the business world. In the field of safety, it is an absolute 24 necessity that we act aa a group with one thought in mind--"the saving of lives." A safety program to be successful must enlist the help of everyone and the safety division recognizing Its share of the respoosibility for such aa undertalang works In conjunction with the membership of its local unions and district offices, representa tives of the U. S. Bureau of Mines, coal producing companies, safety directors head quartered in Washington, D. C and other Coal Mining Industry .v>rreh!ed agencies or organizations that promote coal-mine safety. The most compelling reason for a safety program is the welfare of the men who preface the nation's coal, and the job of promoting safety is one at which even-one must work all the time. Safety* should be one of the most important considerations oi the efficient operation of any business and certainly this precept is especially applicable to the hazardous coal-mining industry. UNION SAFfry WORK In an effort to gain cooperation, the safety division of the International Onion has done everything within its power to bring about a closer understanding among ; the agencies. We have engaged in a multipUtity of activities, none of which by themelves is an answer to the entire problem, but taken as a whole, have made major contributions to the safety movement The following are some of these activities: More than 163,000 members of our orinmration have taken the Accident Preven tion course sponsored by the U. S. Bureau of Mines. This number includes many safety committeemen and the total membership of approximately 255 local unions. The entire membership of one district was awarded a certificate for 100 per cent completion of the course. This was District Four in Penn sylvania. Another cooperative keystone to safety which benefits the membership of the United Mine Workers of America is the Bureau of Mines' First-Aid Training course. Several local unions have completed this course ax their contribution to the safety program. We have joined with and participated actively in the formation and perpetration : of Holmes Safety councils and chapters throughout the nation. We have affiliated with the National Safety Council and have participated actively in furthering the pro grams of this organization. FIGHT ROOF-FALLS We have joined'the Council and the in dustry in a campaign to reduce roof-fall accidents--the number one killer. It is gratifying to note that more than 1.000 mines. enrolled in this campaign to reduce roof fall-injuries by 50 per cent This campaign commenced on July 1, 1957 and will terminate on June 30, 1958. The Fed eral and State agencies, coal operators asso ciation, together with the United Mine Workers of America have joined hands in an attwnpt to make this campaign successful. There exists in Washington, D. C. a group comprised of safety directors from the National Coal Association, the Southern Coal Producers Association, the Bitumin ous Coal Association, the United Mine Workers of America and the Assistant Director of Health and Safety of the U. S. Bureau of Mines. These gentlemen meet monthly to discuss problems of safety and the accident and fatality rates of the coal mining industry. The group informally dis cusses all problems pertinent to safety, mind ful at all times that cooperation and understanding is the key to many a knotty problem. The safety division of the Internationa] Union to clarify its position on safety grievance procedures inaugurated a program outlining specifically the steps to be followed bv local unions and districts involved. The primary thought was to extend cooperation in adjudicating safety matters as they arose at the respective levels. This program has been accepted widely throughout the industry and has done much to avoid confusion which existed on previous occasions. DISTRICTS WORK ALONE In addition to the above, our various district organizations which are authorized to function within their jurisdictional areas have initiated and carried out programs designed to meet thdr particular needs. One of these programs is currently in effect in our West Virginia District Twenty-Nine. Many coal-producing companies in that area and the district safety* department launched a new program which required the creation of joint safety* committees on the local mine level. The committee consisting of eight mem bers--four representing the personnel of the local management and four representing the local union--works on a cooperative basis to advocate full- and strict compliance of tite company's safety regulations, the Federal Mine Safety Code and Act and the State Mine Law, together with whatever safety regulations the committee adopts to combat any existing hazard at the mine. The committee's first obligation is to have all physical violations of the mine corrected. ' 2S 1957 National Safety Congress and secondly--encourage the performance of work in a safe manner. If there should be a tendency on the pan of any workman to be careless, this committee attempts to rehabilitate the individual to become a safer worker. Further, the committee is author ized to draft its own program in addition to other safety requirements to be observed by persons employed at the mine. INDIANA'S EFFORTS in District Eleven, located in Indiana, a program of cooperation has provai to be highly successful. This program stems from a permanent committee wfaidi meets monthly to discuss means and ways of furthering it. The committee is composed of top man agement from the imdergroond mba. top district officials, the insnnDce carrier and representatives of the Sate and Federal Bureau of Mines. The ida has recently spread to the strip mines of that state and las been equally soccessfuL It is an impossibility to give a more dr. tailed outline of our safety program. For instance, I have not mentioned the thousands of miles traveled each year to extend our cooperation at safety meetings, the numerous conferences involving our membership held with state and federal authorities and rep* resentatives of management, seeking to achieve a better relationship and a more cooperative approach in the settlement ot *afetv problems. The cooperation we have extended and the cooperation extended us has had much to do with the advancement of our safety program. We shall continue our coopera tion along this line to further promote and expedite safety in the coal mines of America. However gratifying results may seem, statistics for the yar 1957 show beyond a doobc the neccaary for an uncasing search for an even better safety program than that now to existence. dk REMARKS OF JAMES WESTFIELD assistant director. Health & Safety, Bare -- of Mixes. WaAinjlcm, 0. C. Webster defines coopcraikxi as "ceDectsvc action for mamal profit or ctaim benefit," This dcaniuoB his objeaives of the health sad safely auivibK of the Federal Bureau of Mines. Throughout ht 47 yean of existence, the Bureau has been cscexaaDy am cdocabaml institution. Yet, none of hs effort* to pro mote health and safety to the tamer*! in dustries cool fcnir the most haz ardous could have produced reaahs if the companies and enployee* had not cooperated whh the Bmcaa and wixh each other. In the Bureau's eafty days the coopera tion was obtained from necessity aod des peration. Personnel of the original Safety Division literally went from one coal-mine disaster to another, rescuing the dead and injured and restoring mines to normal opera tion. The industry soon realized it oast have trained rescue and recovery cieai and people trained in first aid. since mining towns in those day's were largely "off the beaten path" and difficult to naith Many ccal-tmamg yecple seen realized the advaarace ce baring their own trained personnel on the tone if ce when disaster or injury snek and depm&ng solely on outside hdp BffUU -SHIS" SAFETY TRAINING la the earfy day*, however, the Bureau had quiac a "scQaag job" to convince others to hat* traaned Sm-odd and mine rescue meat oa tW jefc. Ou the whole, the mining mdwstry Ims cooperated admirably, and re cently this calcs work has been materially reduced. Nearly two milfra people have taken Boron of Mine* first-aid training and more than 10QJOOQ. the base mine rescue course. Akhengh m tabstaatial percentage was >! by Bureau personnel, most training was condncaed by persons qualified accord ing to Boreas standards. The large totals canid not have been achieved without the cooperation of the teachers, the companies, and. aaoet hnportam, those who took the 26 Coal Mining Industry First-aid and mine rescue training is fun damental in arousing safety consciousness. But more was needed for a substantial re duction in accidents and injuries. In the 19-30's the Bureau instituted its first coal-mine accident-prevention course, mainly lor supervisors. This was accepted with reasonable enthusiasm; but during World War II, it was necessary to recess this work. In 1947 the course for super visors was reactivated, and in 1950 a course for mine-safety committeemen began. The demand for this course was so great that it was expanded to include all mine work men. * Since safety promotion depends on united effort, it was realized that for better results the workmen and their supervisors should train together. Also the best results could be obtained if every* employee took the course. Since 1947 approximately 195 thou sand workmen and supervisors completed the Bureau's Coal-Mine Accident-Prevention Course; more than 95,000 of these repre sent 100 per cent participation. Without the cooperation of the coal-mining companies and the United .Mine Workers of America, this record would have been impossible. The Bureau provided the instructors, text material, and visual aids. Recently we had numerous requests Tor relatively brief "follow-up" courses. For matt fallow-up work, the Bureau provided instructors and instruction materials. In a few instances the Bureau was asked to furnish textual material or assist the com pany in preparing It. COMPANIES MUST PROVIDE INSTRUCTION The Bureau has a limited number of qualified instructors. Therefore, once the Bureau's basic accident-prevention course is completed---preferably with 100 per cent participation, the companies themselves should keep interest alive by continuing this work through their supervisory and engt- neering staffs. The Bureau, of course, will always give advice and help prepare texts for instruction. Other aspects of the Bureau's work are: development, testing, and application of per missible explosives and blasting devices, permissible electric equipment, permissible respiratory-protective equipment, and per missible dust collectors. The Bureau also does research, experi ments, and investigations of the causes and prevention of mine explosions and fires, particularly at the Bureau's Experimental Coal Mine, and research, investigation, and service on roof-control problems, including roof bolting. The director plans to extend the mine-safety-research program and in crease the Bureau's services to the coal mining industry'. Although these activities are mentioned only briefly, the Bureau has done marvelous pioneer work in these areas. In some in stances it conducted educational campaigns to gain acceptance by the coal-mining indus try. Nevertheless, significant accomplish ments would have been impossible without the wholehearted cooperation of the industry, including workmen and supervisors, in test ing new ideas and equipment Again the definition of cooperation-- "collective action for mutual profit or com mon benefit." In the broad sense, accident prevention increases profits since accidents are wasteful and costly. The common benefit accrues to all in a very material way by avoiding the loss of skilled man power and the suffering that accompanies all injuries. The Bureau benefits because, in soliciting the cooperation of industry and helping to improve the accident and injury record, the Bureau fulfills its obligation both to Congress, which votes the funds to conduct its work, and to taxpayers, who pav the bill r SAFETY FEATURES IN THE DESIGN AND DEVELOPMENT OF IRELAND MINE by G. W. McCAA general manager, Henna Coal eoH Olv. of Pittsburgh Consolidation Coal co. MoundsviUe, W, V*, The Ireland Mine is a new operation of seam is a strata of draw slate that ranges the Hanna Coal company, division of Pitts* burgh Consolidation Coal Company, and is located in Marshall County, W. Va_, (even miles South of Moundsvitie, and adjacent to the Ohio River. This mine was devel* oped to meet the demand for coal in the industrial expansion of the Upper Ohio Valley. from 0 inch to 40 inches. The draw slate strata is weak and must be supported if mining is to be conducted under ic Above the draw slate is a scam of coal from one to two feet thick. The next strata is a mixture of shales from right to 10 feet thick, which is a poor structure. Above this strata is a thick bed of limestone which The coal from Ireland Mine will supply is strong and fairly uniform. the Kammer Power Plant of the American Gas 4: Electric System, a large power plant built primarily to supply power for the new OUn-Revere Aluminum Plant. Plans for the design and development of this mine nrre started in November 1955. Construe* tioo of the surface facilities, shafts and slopes was started in January 1956; first coal was produced October 15, 1956. It is expected to have the preparation plant com* pteted and in operation in December 1957. la our original mining plans we decided that we would employ continuous mining machines to the fullest extent possible. We would Try to operate them under the draw slate safely by the use of roof bolts, or the combination of roof bolts and timber. At the time the coal was reached in the devel* opment of the mine, the only type continu ous miner applicable to the height of seam and could be adapted to supporting the roof was the ripper type of continuous miner. Tn designing and developing this mine our aim has been to make it the safest and most efficient mine possible. Safety in the design of all equipment and mining plans has been given primary consideration to protect the lives of the employees. It is also selfevident (hat you cannot have an efficient mine without having a safe operation. The fact that Ireland Mine is a completely new mine with all new equipment, has made it possible to incorporate the safest possible methods and devices in its development There are many different operations and facilities to be planned and constructed in the operation of a new mine and safety has been considered in every individual' case* The manufacturer had not designed roof bolting equipment to be used on this ma chine. When the original mining was started, we supported the draw slate with crossbars and posts. We found that the draw slalc could be supported with crossbars and posts, but the draw slate soon became loose and sagged down on the timbers presenting a dangerous condition in case a post or bar was knocked out by any of the mining equipment. The continuous miner was followed up with a conventional rubber-tired roof bolt* ing machine, which installed five-eighth inch --I(HO steel bolts six feet tong, and which successfully held the draw slate. The FALLS OF ROOF The most serious safety consideration is the protection of the underground employees from falls of roof and rib in the working face area. The Ireland Mine is being devel oped in the Pittsburgh, or So. 8 coal seam, and in this area the scam is approximately five feet thick and immediately above the places were approximately 16 feet wide and bolts were placed on four foot centers four feet apart. When this was done we found that the draw slate did not become loose and the support appeared adequate. The roof bolting, however, was a separate opera tion and d not protect the operator of the continuous raining machine while he was working at the face. m Coal Mining Industry ' HYDRAULIC ROOF BOLTING By utilizing the power from one of the cutter motors to drive a hydraulic pump with V belts, it was possible to design hy draulic roof bolting equipment that would fit within the space available on the ma chine. Two roof bolting units, one on each tide of die machine, were installed in place of the hydraulic timber jacks. This per mitted roof bolts to be installed ahead of the operator and within 13 feet of the working face. The hydraulic timber jacks were moved to i position approximately two feet ahead of the roof bolters, and two N'o. 60 rails were installed on the jacks as crossbars to pro tect the roof bolters. This unit was put in operation with two bolts installed eight iert apart through a two inch by eight inch by 12 feet hardwood plank. These planks were installed on approximately 36 inch .rater*. This was purely an experimental method of supporting draw slate, and at the <tart crossbars and posts were installed be tween the planks. Several crosscut lengths were driven in this manner. It was soon evident that the planks and bolls were supporting the draw slate and the posts and crossbars were not necessary. When the bars and posts were removed, it was found that there was no movement of the draw state and the bolt and planks were doing an adequate job. Since that time ap proximately 50,000 lineal feet of entries and crosscuts have been driven using this method, and although we have experienced slate fails at the face ahead of the roof bolting, there have been only five small falls a\ roof where the area has been bolted. THrOC SLATES CAUSE FALLS These falls have generally occurred where there was a slip or abnormally thick draw iate- One item of interest is that in all cases there has been warning of the im pending fall, and the bolt and planks worked (or a considerable tunc before the fall oc curred. Some of these falls can be attrib uted to improper installation of roof bolt* or spacing planks too far apart under heavy draw slate. We are, at the present tune, experiment ing with a continuous miner of the boring type, using the same type of roof support, except in this case it is not possible to at tach the bolters to the machine as the machine is continuously moving forward. The bolters are satellite units which operate independently but are attached to the ma chine with a hydraulic jack and rope. The roof bolters install the bolts and planks as the miner continues to advance. When the bolting operation is completed, the bolting units are pulled ahead with the rope and hydraulic jack to the next position. The roof of main haulage roads and air courses cannot be supported for the life of the mine in the above manner. Additional height is also required on haulage roads. Since Ireland Mine will possibly have a life of from 50 to 100 years, it is necessary to plan the best possible method of main taining the main entries. Onr original plan was that we would shoot down all the strata above the coal to the limestone and use the limestone as a permanent roof. The ribs and rooi would be protected from weathering with wire mesh and glu tting. At the bottom of the suppty slope the construction of our main entries was started in this manner. Removing the strata above the coal proved to be a slow and dangerous job. The scaling of the ribs after the shoot ing and a subsequent loading of this mate rial was hazardous. We experienced one fatality due to the operator not taking down a nb which had become loose in this opera tion. CONTINUOUS MINER PREVENTS WEATHERING , Shortly after this method of developing the main line began, we observed that the ribs and even the limestone, started to weather and there was a continuous loosen ing of nbs and roof. In adjacent places which had been mined with a continuous miner and the draw slate bolted. Little weathering of the draw slate was observed and no falls were rncountered. We soon de cided that the shooting of the roof had opened up cracks which was conducive to the weathering of the ribs and roof. The only strata between the coat and the limestone that does not readily weather is the one to two feet of roof coal directly above the draw slate. If this coal strata could be held by roof bolting, safe haulage roads and air courses could be maintained. A continuous miner was taken off of pro duction and placed on the job of ripping down the draw slate which had been left up to primary mining. 29 1957 National Safety Congress The roof coal was then bolted, wire &4-foot-square blocks will be split both meshed, and gunited. To obtain haulage ways, leaving four square stumps. height, the bottom was graded with as little shooting as possible. We now have about 1^00 feet of this construction work completed and an additional 3,000 feet where the draw slate has been ripped out with a continuous miner and rebolted. These square stumps will give the maxi mum roof support with a. maximum amount of recovery. Three miners will be used also on the retreat work, and it will be possible to develop and work out a 2,000foot panel m approximately 60 working STOP DOUBLE OPERATION days. The rapid extraction and the method of leaving square stumps on the retreat, we In comparison with the haulage entries think is necessary* if our method of support that were taken to the limestone, it appears ing the draw slate with bolts and plaidcs is that this method of supporting the main to be successful. entries will be more successful. It is our belief, that the fact that we are not doing any shooting which would tend to crack the roof or ribs, wilt greatly reduce the number of falls in air courses and along the haulage road. Future experience will dictate the centers on which these blocks will be driven and the width of the places splitting the blocks. The variation of block centers and width of the places under different mining conditions will permit maximum recovery with maxi When the preparation plant is in operation mum safety, we plan, on main haulage roads and air courses, to rip the slate down when the coal is mined. This wil] eliminate the double operation of mining the coal and brushing the top separately. The use of continuous miners and the heavy cover over the coal seam at Ireland Mine made it necessary * consider changes in the mining practices a* compared with the conventional plans normally used in the Ejtstem Ohio Section of the Pittsburgh, or .Vo. 8 scam. Pillaring has never been suc cessful in this area, and although pillaring will be tried in this mine, the general plan of mining is projected for partial recovery. Observations of the mining conditions and the methods used in the relatively shallower cover in Eastern Ohio and the West Virginia Panhandle, convinced us that the wide room with the narrow pillar would not work successfully under the 1,000 foot Cover encountered at Ireland Mine. USE A.C, ROWER All the mining equipment at Ireland Mine except for the haulage, is operated with A-C. instead of the conventional DC power. The underground power will be distributed at 6900 volts through "Mine Power Cable" insulated for 8000 volts. One o! the three underground wires is insulated to form a circuit to insure continuity of ground wires throughout the entire system. In case of a ground circuit failure or a lault, the automatic breaker on the surface wil] disconnect all A.C. power in the mine. Air-cooled transformer units reduce the pri mary voltage to 440 volts lor use in the working areas; 440 volt power is distributed through Type G Cable with ground con ductors connected through relays and cur rent limiting resistors to the transformer neutral- This limits the voltage to ground and cuts off power to any circuit is which there FOR FAST EXTRACTION The following plan for mining has been protected and will be started in 1958. It is planned to drive working panels of six or seven headings on 80 foot centers approxi mately 2,000 feet long. Each panel will be drives with three continuous miners with the coal hauled from the miner by shuttle cars to a 36 inch conveyor belt The reason {or using three continuous miners on a panel it to get the most rapid extraction possible. When the p*ncl is developed, each of the is a fault. Distribution panels have ground trip devices so that all electrical failures are confined to a single piece of equipment or cable. With this system when there ts a trailing cable fault, there is no arc or burning that usually occurs on conventional D.C. cables. This distribution system is practically the same as the 4160 volt system that has been used successfully in stripping operations for the past 15 years. The main haulage system has been de signed to be as safe as possible. 'Hie roof and ribs will be wire meshed and united; 30 Cost Mining Industry jhe main haulage track will be 85# welded rail on treated ties ballasted and drained; adequate clearance will be maintained on bath sides of the haulage road; the trolley and. feed wires will be installed six and one-half feet above the rail; automatic electric switches, electric block signal sys tem. and trolleyphones will be used for control. Ventilation throughout the mine hiU be provided from dual fans with auto matic controls. Xewly designed wet rock dusting units are used in the working face and are followed op with the conventional high-pressure dry type dusting machines. The three shafts at this operation were sunk using die method developed at Hanna Coal Company's Eastern Ohio mines. A nng of holes is drilled with a heavy-duty stripping drill around the perimeter of the shaft from the surface to below the coal. These holes are approximately 16 inches apart and eight inches in diameter, and their primary purpose is to act as breakers. Seven holes are drilled to form a shooting pat tern inside the rings of breaker holes, and these <hot holes are then filled with sand. Approximately 10 feet of sand is blown out of each shot hole with an air line and each hole loaded with 25# ol 60 per cent gelatin. .A round is bred and the rock loaded out of the shaft with a power shovel on the surface using a clamshell buckcL In this method of sinking the only time that men are in the shaft u to scale the ribs and to blow out and load the shot holes. This greatly reduces the man hours of exposure of men working in the shaft. Two slopes were driven at this opera tion, 600 and 1300 feet long. They were driven with mechanical equipment Roof bolts were used to support both the roof and ribs in the slope driving. An exhaust fan was used and a curtain wall erected of corrugated sheet iron so that all the equip ment was operating on intake air in the dopes. In developing Ireland Mine the most se rious safety feature that has been encount ered is the training of employees. The United States Bureau of Mines conducted their Accident Prevention Course with a 100 per cent participation which was very successful. We are at the present time starting classes tn safety and mining at the mine conducted by various members of the organ! cation. First Aid and Mine Rescue classes are planned to tram properly em ployees and supervisors. At Ireland Mine we have received ex cellent cooperation from both the Local and District organisations of the United Mine Workers of America, U. S, Bureau of Mines, and the West Virginia Department of Mines; and with this assistance, we hope to make Ireland Mine the safest mine in the country DUST COLLECTION AT THE COAL MINE FACE WITH CONTINUOUS MINING OPERATIONS by RAYMOND J. WACHT product engineer, Joy Manufacturing co,. New Philadelphia, Ohio This paper summarizes the results of a two-year investigation on dust collection at a roa] mine face as applied to continuous mating operations. Tests were confined to a porabie high eSaency wet inertial type dust coflecaar m coc>imotion with a continu ous acting mnchgv Cce&porvoa of dan counts using the col lector aJoor sad with additional face ventila tion arc marie. Results show that the col- lector tested can supply total ventilation to the. face area and remove most of the air borne dust from the airstream before dis charging the air m subsequent mine areas. When continuous mining equipment and methods are used, high production is, con fined to a small working face. Relatively high tonnage ts extracted at a rapid rate and the resulting dust concentration, which ts a function of the rate of coal breakage. 31 1957 National Safety Congress obviously increases with increased extrac tion. This is apparent regardless of the type of continuous mining equipment employed. When this dust is permitted to accumulate, three hazards present themselves. a. The danger of dust explosion. b- The danger of accidents due to poor visibility. e, Physiological effects, PROPER VENTILATION Adequate and proper ventilation can keep these hazards to a minimum. However, when a mining machine nine feet wide by four feet high, and five men are confined to a working face, 16 feet wide by six feet high, it is often difficult to get a good air sweep of the face to keep the dust count within acceptable figures. Line brattice and adequate air supply combined with water sprays are used with success in keeping dust particle counts be low one billion particles per cubic foot. This is well below the amount necessary to propagate an explosion; however, poor visi bility and the physiological effects due to prolonged exposure are still present. In customary ventilation practice, the dust from the face is normally diluted with in coming air and directed towards other work ing faces in senes and ultimately arrives at the exhaust fan and discharges into the atmosphere. When there are several work ing faces ventilated with the same air in series, the faces downstream receive ventila tion containing the dust generated from preceding mining areas. or doct can be brought directly past these other working places. Generally this is un economical and impractical, A solution is to combine forced ventilation with a dust collector, not only to eliminate the dust problem at the face, but to dispose of the dust before the ventilating air enters the subsequent workings. The obvious question which presents it self is; "What kind of a dust collector should be used?" The answer to this ques tion is dictated by the characteristics of the dust handled, safety requirements, space limitations, portability, secnodary dust han dling and maintenance. Here is the size range of typical airborne dust present with continuous opera tions. The geometric mean sue is 1.7 mi crons which suggests the need for a collector with high collection efficiency m the minus ten micron range. A bag type of eodector would meet the collection efficiency require ments. However, the tremeadoos physical size required because of low face velocities makes this type of unit somewhat impractical underground. A dry inertial type of separa tor such as multieydoocs could possibly be made compact enough to be acceptable for the space limitations; however, its collecting efficiency in the minus 10 microns range would not be acceptable. It is for the reasons mentioned above that the Joy Manufacturing company decided to investigate the possibility of applying a new type of high efficiency wet type collector for underground usage. Tests hare been conducted where as little as 3,500 cfm of air in a face 14 feet wide by 6J<S feet high, with a 4JCM continuous miner working, maintained dust counts as law as 17 million particles per cubic foot at the machine operator's location. USE SUCTION TUBE This was accomplished by extending a suction tube along the rib close to the face with a properly designed inlet bell at the end of the tubing. A vaneaxial fan located outby the tubing provided the negative pres sure necessary to maintain the flow. . Forced ventilation is an effective means of eliminating the dust problem at a working face but does not remedy the situation at subsequent areas, unless of course, the tube RREUMINARy HELD TESTING A dust collector designed specifically for underground use was field tested in 1955. This unit was 10 feet long, three feet wide and three feet, four inches high with a maximum rating of 6,000 cfm at 11 inches water gage total pressure. The unit was powered with a vaneaxial type fan, using a 15 horsepower, 250 volt, DC motor. The fan was mounted on the discharge or clean air side of the collector. Provision was made at the intake end of the collector to accommodate an 18 inch diameter flexible tube with a maximum tube leigth of 300 feet. The entire assembly was skid mounted so that it could be moved to various work ing faces as desired. 32 Coal Mining Industry The dust collector was placed in a section of the mine operating on a modified room and pillar system. Three Joy Continuous Miners each equipped with an extensible belt, extracted the coal. Coal from the extensible belts was subsequently transferred to main haulage belts. During mining operations the dust collec tor was placed in an open crosscut with a check curtain surrounding the collector. Flexible tubing in 25 foot sections was sus pended from the roof timbers as the room was advanced. These rooms were driven to 1.000 foot lengths which means that the collector was moved at least three times to a different crosscut during the 1.000 foot advance. When brattice cloth was used, it was positioned on the return air side of the room. With this arrangement the tubing was kept within the return air course be hind the brattice. The ventilation normally supplied was 24.000 cfm into the first room. Of this amount 5.000 cfm was picked up by the flexible tubing and passed through the col lector. The remaining 19,000 cfm passed behind the brattice and over the collector through the check curtain in the crosscut This air then passed into the next room and supplied the ventilation for the subsequent working area where retreat work was in progress. The results of these tests are condensed in Tables 1 and I!. The tests conducted in Table I, reference t. were made within the room neck before any crosscut was made. N*o line brattice was used: consequently no ventilation other than the 5.000 cfm supplied by the dust collector was available. The dust collector intake tubing varied in posi tion from directly opposite the operator to ?ix fed outby the operator. T.4BLE l Dust CenecAtratisa at Machine Operator Ref. 1. 2. 3. Dust Concen tration (MPPCF) 39 71 10 Ventilation (CFM) Total Collector 5,000 24.000 19,000 3.000 The dust caneoxtnoon at the machine operator ranged front 12 to 55 million par ticles per cubic foot. The higher dust figure corresponded to the time when the intake tubing was six feet outby the operator. This shows the need for keeping the tubing up dose to the dust source. Reference 2 shows the effect of using line brattice for return air without the dust collector operating and 24.000 cfm ventila tion available. The end of the line brattice varied from directly opposite the machine operator to four feet outby during this test The dust concentration varied from 51 to 91 million particles per cubic foot. The higher dust figure corresponded to the time when the line brattice was four feet outby the operator. In Reference 3, the line brattice and dust collector were both operating with 5.000 cfm passing through the collector and 19,000 cfm passing behind the line brattice and over the collector. The intake tubing was three feet inby the operator, and the line brattice three feet outby the operator. The dust concentration varied from five to 15 million particles per cubic foot during this test. TABLE If Return Dust Concentrelien in Crosscut Ref. Dust Concen tration (MPPCF) Ventilation (CFM) Total Collector 1. 156 24.000 2. 14 19,000 5,000 Dust samples were also taken in the cross cut where the collector was situated. Table II shows the dust concentration in the total return air approximately 25 feet behind the collector discharge. Reference 1 is with line brattice and no dust collector operating. A midget impinger sample indicated 156 million particles per cubic foot with line brattice and no dust collector. In the same location with the dust collector operating, the dust concentration varied from five to 22 million particles per cubic foot. The return air through the crosscut is the ven tilation received at the second working face doing retreat work. - U is interesting to note from Table It that when only of the total 24,000 cfm of air was diverted through the dust collector, the total dust concentration in the return air was reduced from 156 to 14 million particles per cubic foot. The reason for this 33 1957 National Saftty Congress is in the proper placement of the intake The slurry was discharged from the col tubing with respect to the mining machine. lector into a shallow ditch at the nb and The maximum amount of dust in this eventually found its way to the sump. See instance was generated near the roof. Con page from old workings also drained into sequently the position of the tubing up close this sump; consequently the water from the to the face and to the roof was an ideal collector was essentially rc-drculated. The location for picking tip the dust before it working parts of the collector are con could spread. * structed of Type 316 stainless steel; there The result* of these early tests indicated fore, corrosion from add mine water is held that much less air than the 24,000 cfm could to a minimum. he used to keep the dust concentration be low, say 25 million particles per cubic foot, at the working face. Likewise, practically all of the dust in the return air could be eliminated by passing ail of the return air through an efficient dust collector. CURRENT FIELD TESTING TABLE HI Duct Ceoc*nt*et>* at Machine Operator Dust Concen Ref. tration (MPPCF) Ventilation (CFM) Total Collector 1 256 A dust collector, embodying the precepts 2 16 12.000 12,000 learned from past work unique to under ground usage, is currently undergoing held tests. The portable Joy Microdyne Dust collector is \2Vt feet long, three feet, eight inches wide and four feet high with a mean rating of 12,000 cfm at U inches water gage total pressure. Water consumption is ap proximately eight gpm at 60 psi, The unit is powered with a vaneaxtal type fan using a 30 horsepower. 250 volt. DC motor. The fan is mounted on the discharge side of the collector, Provision is made at both the intake and exhaust end of the collector to accommodate a 24 inch diameter flexible tube with a maximum length of at least 300 feet. The entire collector is mounted on pneumatic ures and is steerable by means of a draw yoke. Tables HI, IV and V are condensed re sults of current field tests at the Joy ex perimental Station. In Table HI, Reference 1, the dust collector was not operating; con sequently no appreciable face ventilation was obtained. The dust concentration at the machine operator's position for this condi tion rose to 256 million particles per cubic foot. Reference 2 indicates the improvement with the collector operating and pulling 12,000 cfm across the face and through the collector. The dust concentration varied from H to 21 million particles per cubic foot with an average of 16 million particles per cubic foot at the operator. TABLE IV During operations the collector was placed in an entry which served as a return air course. N*o brattice cloth was used for room ventilation and no water sprays on the miner were used to allay the dust. Flexible tubing in 25 foot sections was suspended from the roof timbers as the room was ad Return Duet Concentration m Entry Dust Concen Ref- tration (MPPCF) Ventilation (CFM) Total Collector 1. 6 12,000 12.000 vanced. With this arrangement the only The dust concentration in the return air room ventilation was the air handled by the entry behind the dust collector discharge dust collector which was held to 12,000 cfm. was also sampled. From Table IV it may When the dust collector was situated in the center of the return air entry, the tubing on the discharge stde of the collector was used for sampling purposes only and was not necessary for operation of the collector. be seen that only 6 million particles per cubic foot were being discharged into the entry from the dust collector. The entire 12,000 cfm of room air was passed through the collector. The eight gpm of water used by the collec tor was picked up by a gear pump from a sump in the mine and was delivered to the collector at 60 psi pressure. Samples were likewise taken at the inlet and outlet of the collector to determine the collection efficiency. The standard thimble method was used to determine efficiencies 34 Coal Mining Industry by weight and the Greenburg-Smilh im pingement flasks were used to determine efficiencies by count. TABLE V Oust Collector Efficiency Efficiency % 99 90 Remarks By thimble weight method By irupmger count method Table V indicates the type of efficiency of the collector OR typical airborne coat dust resulting frees mechanized operation. By particle weight method. 99 per cent col lection was the average efficiency obtained. An efficiency of 90 per cent by particle count was obtained. A microprojector with I.OOOX magnification ani resolution to & microns was used to obtain the count effi ciencies. This study indicates that a collector of a type used in this study can be used in con junction with normal ventilation practice. Dust concentration at the face as well as dust in the return air he materially re duced by dividing the air between the dust collector and the return air brattice doth. Tests indicated that with proper placement of the inlet tube with reference to the coal face and machine operator, the dust count at the operator was reduced from an average of 71 million particles per cubic foot to 10 million particles per cubie foot. The count in the return air, which was mixed with untreated air at the face, was reduced from 156 to 14 million particles per cubic foot with only 5b of the total ventilation being diverted through the collector. This study also showed that by dispens ing with line brattice and using the collector to provide total face ventilation, dust at the operator's position can be held well below 25 million particles per cubic foot while the dust in the return air can be as low as 6 million particles per cubie foot Collection efficiencies for the collector tested showed 90 per cent by count and 99 per cent by weight on dust normally found in continuous mining opera(ions. RESUME OF GAS IGNITIONS AND FIRES IN COAL MINES Since Enactment of the Federal Coal Mine Safety Act; RECOMMENDATIONS TO PREVENT RECURRENCES by H. F. WEAVER chief. Division of Coal Mine Inspection, Bureau of Mines, Washington, D.'C. Is the law of averages again catching up with the coal-mining industry? This is a rather cryptic introduction to the subject but. referring to major coal mine disasters, it should give the industry deep concent. During the 4i4 year period from the Federal CU Mine Safety Act through 1956, only two major disasters occurred in coal mines. The first causing the death of five men in 1953, was a coal-dust explosion initialed by a blown-out black-powder charge in an Iowa mine. A temporary re straining order, issued by a State Court, had prohibited Federal inspectors from eniorring the ban on the use of black powder under the Federal Act, The second, in a West Virginia mine, -November 1954, tailed 16 men. A violent explosion and fire occurred while explosives charges were detonated in pillar stumps near an explosive atmosphere, using power from a trailing cable. Following a 26-month disaster-free period, two major disasters occurred in the first two months of 1957. In January, five men were killed in an Alaska mine when an explosives charge was improperly detonated in an explosive atmosphere. In February, 37 men died in a West Virginia mine ex plosion when electrical equipment was op erated in an explosive atmosphere. The aforementioned 4Yi year period, with only two major disasters and 21 deaths and the subsequent 26-month disaster-free pe riod are commendable and encouraging. But it is hoped they lave not engendered a state of complacency or smugness in the industry. Immediately after a similar disaster-free period beginning November 1948, the year 1951 numbered five major disasters, and 157 deaths. Thus my earlier reference to the law of averages is apparent Administration of the Federal Coal Mine Safety Act has reduced the probability of major disasters in coal mines. Nevertheless, the frequency of minor mine fires and gas and dust ignitions indicates that much must be done before the possibility of serious catastrophes can be controlled, and the law of averages--based on past experience--will not catch up with iL 334 FIRES REPORTED Since the Federal Act (July 1952) through June 1957, 198 mine fires have been reported to the Bureau with eight fatal and 59 noofatal Injuries. Moreover, 156 gas or dust ignitions were reported with 91 fatal and 162 nonfatai injuries. Undoubt edly, others occurred, but the Bureau was not notified. Fortunately, none of the 198 mine fires was of major-disaster proportions. But those combatting mine fires know that each has disaster potentialities, especially in gassy mines. Investigations indicate that, in many instances, injuries and extensive property damage were held to a minimum because alternate escapeways and fire-fighting equip ment were available, as well as men trained in using equipment and reasonably good rock dusting in the areas where ignitions occurred. However, many others were not catastrophic only because of unbelievable good fortune. Coal mines in general are in better con dition today in ventilation, rock dusting, fire prevention, alternate escapeways, and other preventive measures. These reduce the probability of major catastrophes; nev ertheless, the continuing frequency of minor fires and gas and dust ignitions presages 36 Ccx>2 Mmutff Industry eventual trouble, unless additional efforts are made for toil-tune compliance with ac cepted preventive measures. A breakdown of the igniting agents re veals that electrical circuits and equipment should be oi primary- concent in reducing these occurrence*. Oi the 196 fires, 121 (61 per cent) were of electrical origin, and 53 (39 per c*m) of the 136 ignitions resulted from electric area. Next in importance in initiating gas or duct ignitions is improper ue of explosives. Friction on belt con veyors ranked second as a cause of mine fires. . of lights during periods of high power de mand indicate low voltage. Where power is supplied from more than one substation, observations should be made to determin' whether there are periods when power is interrupted from a nearby station but not from a distant station or stations. Tins condition may be indicated by inadequate power for operating equip ment and by lights connected to the power circuit becoming very dim- When such conditions are observed, the cause should bt determined and remedied. BUREAU FIRE PREVENTION PROGRAM Inadequate ventilation U the primary cause of ga< ignitions. Next, but almost as important, is elimination of sources of ig nition. by proper installation and mainte nance of electrical circuits and equipment. Poorly made temporary splices in trailing cables, inadequate overload protection, runover cables are ah too common. Failure to make proper, suitable tests for gas where electric equipment s operated is another important contributor to these ignitions. NO SHORT CIRCUIT PROTECTION Technical electrical surveys by Bureau electrical engineers revealed that too few coal mines have adeqiate overload protec tion against short circuits in remote areas of the mine. Some mines have virtually no protection at all. although they have in stalled circuit breakers and fuses that are supposed to provide it. These conditions exist because of inade quate current-carrying capacity of the con ductors. caused by cables of insufficient cfou-ttctkoal area, poor or too many splices, and lack of proper rail bonding, as well as length of omuls. These build up the resistance to a point where a dead short circuit could occur any place and insufficient current would Bow to trip the protective device. The proper procedure to overcome these hazardous eooditloss is a periodic technical survey of all electrical circuits. When high resistance is indicated, this condition should be corrected. However, other signs fore warn dangerous conditions. For example, low-voltage conditions in working areas may 'be inadequately protected power cir cuits: Overbearing of cables, sluggish opera tion ol equipment, and excessive dimming In addition to administrating the Federal Coal Mine Safety Act and conducting acci dent-prevention training for coal-mine per sonnel, the Bureau develops ways and means (o eliminate Che major causes of mine fires and explosions. Some features of this pro gram follow: 1. With representatives or the industry, fire-control standards that define and ex plain the minimum requirements for pro viding "suitable fire-fighting equipment, ade quate for the sire of the mine," as said ui Sec. 209(g)(1) of the Act, were published in the Federal Register of March 9, 1957, 2. Experiments on foam plugs to fight mine fires was started to supplement the extensive basic research in Great Britain. By spraying a dilute solution of a wetting agent on a tilted cloth net stretched across a tn'me opening as close as possible to a mine fire, a mass of foam bubbles is devel oped and carried along the entry* by the air current The foam fills the workings and readily travels over obstructions, such as roof falls, and around turns, until friction halts its progress. Distances up to 200 yards have been achieved; within this distance, fires are quenched or quickly cooled to the extent that a direct attack can be made. A separate progress report describes the Bureau's ex periments with roam plugs. 3. A study of causes of fires in under ground conveying belts, and extensive re search, resulted in Bureau of Mines Schedule 28 -covering testing of conveyor belts for fire-resistive qualities; this schedule has been effective since November 195S. 4. Schedule 2E, Regulations Governing Permissibility Tests for Electric Face 37 1957 National Safely Congress Equipment, was revised and approved in August 1953 as Schedule 2F, to conform more nearly to the provisions of the Fed eral Coal Mine Safety Act. Bureau is making field survey* to determine the effectiveness of these devices in actual service. 9. Bureau studies have revealed that, NONFLAMMA1U HYDRAULIC FLUIDS 5. Late in 1955, a study began to deter mine the procedure to rest for research and development of economical nonflammable hydraulic fluids for mine equipment. A co operative program with mine operators and manufacturers of mining equipment and hydraulic fluids was started. The present when properly done, rock dust can be ade quately applied to the roof and nbs of working places as a premised slurry or by rnucing with water at the nozzle of a hose. This permits application of rock dust close to the face* during mining without the haz ards and inconvenience of clouds of air borne dust. flammable fluids in hydraulic-controlled equipment present senous hazard* when fires occur. Bursting hydraulic systems have caused many mine fires to spread out of 10. A substitute for rock dusting--a viscous spray material that will entrap mine dusts--is being studied by a company that manufactures such materials. control. Development of an economical, efficient, nonflammable fluid would decrease fire spreading materially. 6. After research suggested by the Bu 11. To improve illumination, the Bumu has established Schedule 29 for approval of fluorescent lamps installed safely in face areas. reau, a cable manufacturer developed an incombustible; thermoplastic trailing cable that passed the flame and damage tests for fire-resistant cables under Schedule 2F. Fa vorable reports from field tests of these cables indicate that the cable durability exceeds some fire-resistant cables previously available to the industry. These cables 'hould greatly reduce the frequency of cable failure*--the most serious mine-fire hazard confronting it. SPOT CHECKS CONDUCTED In addition, certain mines are spot-checked between regular inspections to improve be tween-inspecttoo compliance with the provi sions of the Federal Mine Safety Codes and the Federal Coal Mine Safety Act. .Also, the Bureau investigate* all mine fires and gas or dust ignitions, targe or small, and distributes reports for the industry to pre vent recurrences. 7 Mining-electrical engineers and elec trical inspectors conduct special investiga tions and surveys of electrical facilities in exai mines and notify operators of hazard ous or sub-standard conditions. These engi neers also cooperate with the industry in research on electrical apparatus to design fafer equipment. In addition, an elcctricai- ^afety course is available to train elec tricians and maintenance personnel in the fundamentals of electricity and proper in Experience reveals that most gas ex plosions in coal mines could have been prevented with adequately controlled, contin uous, positive ventilation. With continuous nulling, face ventilation poses a dimcult problem that may have to be solved by auxiliary means. However, if we wait un til explosive gas is detected before ventila tion is improved (which, unfortunately, is suit too often the general practice) disas ters will be inevitable. stallation and maintenance of electric equip It should be an established operating rule ment and circuits. that, when the ventilating system undergoes 8. The reduction of effective insulation and the increased rigidly of trailing cables necessitated by incorporating an additional conductor for frame grounding have caused many trailing-cable failures, some with dis astrous results. Through research by the Bureau and the cooperation of manufac turers improved equivalent protective de any major revision (involving volume, pres sure or direction of air flow), all persons affected should be given explicit informa tion. Moreover, major changes is ventila tion should be made during aa idle rather than a working period, so that only those making the changeover will be in the mine at the time. vices to replace frame-grounding conductors have been developed and certified by the Bureau as acceptable. Personnel of the Means of preventing coal-dust ignitions arc well known to all in the industry, bat adequate cleanup of loose coal and coal dust 5ft Cool Mining Industry ifid proper application of rock dust in areas that are not wet must be prompt and con tinuous. Spotty, intermittent enforcement of these regulations will not suffice. Coal mines cannot be entirely freed from fire hazards. The mineral mined is com bustible, wooden timbering support the roof, doors and brattices control ventilation, rub ber in belts, tires and other accessories, flammable ml* and hydraulic fluids are used, and many sources of ignition arc present (of which electric power is of pri mary importance). These hazards can. however, be so mini mized that there wilt be little danger of fires disastrous to life and property by proper installation and maintenance of equipment, particularly electrical installa tion* and belt conveyors, provision of safe, (ravehhle, well-marked alternate escape- ways, and maintenance of adequate, readily available fire-fighting facilities, with em ployees trained and familiar with theii limitations. Means of preventing mine fires and explo sions are adequately covered in Federal and State laws. However, as with most' safety laws, 100 per cent enforcement is virtually impossible, unless those affected do their own policing conscientiously. Safety-educa tion training has proved of inestimable value in improving safety consciousness-- an absolute essential if progress is to be made. Spasmodic compliance with accepted safety practices is not enough, because each act of carelessness, thoughtlessness, or neglect could lead to a serious accident or disaster. Only unrelenting, constant vigilance by each person in the coal-mining industry on avert gruesome penalties involved when you gamble against the law of averages in safety. 39 OFFICERS OF THE COAL MINING SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairmen Emeritus--CHARLES FERGUSON, United Mine Workers of America, Washington, D. C. General Chairman--GEORGE SAM8ROOK, U. S. Steel Corporation, Coal Div, Pitts burgh. Pa. First Vice-Chairman--L. H. JOHNSON, U. S. Bureau of Mines, Pittsburgh, Pa, Second Vice-Chairman--JOSHUA SMITH, Eastern Gas and Fuel Associate, Ml Hope, W, Va. Secretary--H. F, WEAVER. U. S. Bureau of Mines, Washington, D. C. Labor Representative---CHARLES FERGUSON, United Mine Workers of America, Wash ington, D. C,; M. F. BRENNAN, United Mine Workers of America, District No. 7, Hazleton, Pa-; JAMES LEEBER, JfL, United Mine Workers of America, District No. 29, Beckley, W. Va. Bituminous Coal Representatives--J. ,W. PERO, Pocahontas Fuel Gompanv, Pocahontas, Va.; C. E. LINKOUS. Island Creek Coal Co, Holden, W, Va.; M. E. PRUNTY, Bethlehem Clines corp, Jenkins, Ky.; WAYNE SNELL, U. S. Steel corporation. Coal Div, Pittsburgh. Pa.; R. L. HAIR, Colorado Fuel and Iron, Pueblo, Colo.; FRANK KOLTSEK, Freeman Coal corp, Benton. 111.; GEORGE STACHURA, Old Ben Coal Corp, West Frankfort. IIL; E. E. QUENN. Peabody Cool co,, St Louis, Missouri. Anthracite Representatives--GEORGE CLARK, Reading Anthracite co, Pottsrille, Pa.; CHARLES KACZ1NSKI, United Mine Workers of America, District No. I, WilkesBarre, Pa.; W. W. EVERETT. Glen AJden corp, Wilkes-Barre, Pa. Coal Associations' Representatives--J. B. BENSON, Southern Coal Producers* Associa tion, Washington. D. G; HARRY CANDY, JR., National Coal Association, Wash ington, D. C.; FORD SAMPSON, Ohio Coal Association, St Clairsville, Ohio; GEORGE TREVORROW, Bituminous Coal Operators' Association, Washington, D. G; GEORGE COLVTLLE, JR, Jewel Mining Company, Paris, Ark. U, S. Bureau of Mines Representatives--U. J. ANKENY, U. S. Bureau of Mines. Wash ington. O. G; JAMES WESTFIELD, U. S. Bureau of Mines, Washington, D. C. Mine Inspectors' Institute of America Representative--R. D. BRADFORD, U. S. Bureau of Mines, McAlester, Okla. Slate Mine Inspectors' Representatives--H. J. DUSZ, Ohio Division of Mines, Columbus, Ohio.; CRAWFORD WILSON, West Virginia Department of Mines, Charleston, 41 W, Va.; BEN SCHULL, Illinois Department of Mines and Minerals, Springfield, 111,; THOMAS ALLEN, Colorado Coal Mine Inspection Department, Denver, Colo.: JOSEPH T, KENNEDY, Pennsylvania Dept., of Mines and Mineral industries, Harrisburg, Pa.; JAMES PHALAN, Kentucky Dept, of Mines and Minerals, Lex ington, Ky.; JOHN MALLOY, Oklahoma Dept of Mines and Mining, Oklahoma City, Okla. Engineering Committee--ANDREW HYSLOP, JR. (Chairman), Hanna Coal co., Division of Pittsburgh Consolidation Coal co., Cadiz, Ohio; M. E. PRUNTY, Bethlehem Mines corp., Jenkins, Ky.; HARRY QUENON, Eastern Gas and Fuel Associates, Pittsburgh, Pa.; JL D. HAGENBOOK, Goodman Manufacturing co- Chicago, 111.; S. H. YOST. Jeffrey Manufacturing co., Columbus, Ohio.; EARL BRADLEY, Joy Manufacturing co., Franklin, Pa.; RALPH KIRK, Kirk and Cowin. Birmingham, Ala.; D. S. KINGERY, U. S. Bureau of Mines, Pittsburgh, Pa. Entertainment Committee--C. M, DONAHUE, Mine Safety Appliances co^ Pittsburgh, Pa. Poster and t-'isuat Aids Committee--JOSHUA SMITH (Chairman), Eastern Gas and Fuel Associates, Ml Hope, W. Va.; S. H, MOONEY, Woodward Iron co- Woodward, Ala.; C E. LINKOUS, Island Creek Coal co.. Holden, W. Va.; F. /. PETERNELL Columbia-Geneva Steel Div., U. 5. Steel CortL Dragcrton, Utah; MAURICE FOWLER, Duquesne Light co, Hanriclt, Pa.; EWALT HERZOG, Hanna Coal co,, Div. of Pittsburgh Consolidation Coal co- Cadiz, Ohio. Program Committee--'H. J. SLOMAN (Chairman), U. S. Bureau of Mines, Washington, D. C; GEORGE McLELLAN, Weirton Coal ca. Isabella, Pa.; HARRY GANDY, JR- National Coal Association, Washington, D. C; GEORGE TREVORROW, Bituminous Coal Operators' Association, Washington, D. C; LOUIS E. EVANS. Pennsylvania Dept of Mines and Mineral Industries, Ebensburg, Pa,; C. GERALD EVANS. North American Coal Corp.. Cleveland. Ohio.; W. J. SCHUSTER, St QairsviUe. Ohio. Membership Committee--C, GERALD EVANS (Chairman), North American Coal corpCleveland. Ohio.; GEORGE DEIKE, Mine Safety Appliances co~ Pittsburgh. Pa.: C, C VIRGIN. Republic Steel corp., Uniontown. Pa.; C A, PETERSON. North western Mining and Exchange ox. Stump Creek, Pa.; C. F. HERBERT, Bituminous Casualty corp. Rock Island. I1L; DENNIS J. KEENAN, Sterling Coal co, Barnesboro. Pa.; C R. CAMERON. Lone Star Steel co. McAlesier, Okla.: R. L. HAIR. Colorado Fuel and Iron co.. Pueblo, Colo.; J. B. BENSON, Southern Coal Producers' Association. Washington, D. C.: GEORGE TREVORROW, Bituminous Coal Opera tors' Association. Washington, D. C.; HARRY GANDY, JR., National Coal .Associa tion. Washington. D. C Roof Control Committee--WAYNE SNELL (Chairman). L\ 3. Steel eorp.. Coal DivPittsburgh. Pa.: NATHANIEL KIRK, Snow Hill Coal corp., Terre Haute Ind.: HARRY GANDY. JR- National Coal Association, Washington. D. C,; A. D. SISK. U. S. Bureau of Mines. Washington, D. C; CHARLES FERGUSON. United Mine Workers of America. Washington. D. C.; EDWARD THOMAS, U. S. Bureau of Mines, Pittsburgh. Pa.; GEORGE STACHURA, Old Ben Coal corp- West Frankfort. HI.; MONROE MECHLING, Valley Camp Coal eo,, Triadetphla, W. Va.; JAMES D. REILLY, Hanna Coal co., Div. of Pittsburgh Consolidation Coal co., Cadiz, Ohio: A J. NAIRN, Pennsylvania Department of Mines and Mineral Industries. Washington. Pa.- WALTER DAVIS, Pennsylvania Department of Mines and Mineral Industries, Pine Grove, Pa.; ARTHUR BRADBURY, Inland Steel co. Wheelwright, Ky. 2 Publicity Committee--E. R. NICOLAI (Chairman), U, S, Bureau of Mines, Washington, D>, C HARRY GANDY, JR. (Vice-Chairman), National Coal Association, Wash ington D. C-; IVAN A. GIVEN, Cool Age, McGraw-Hill Publishing corp., New York, N. Y.; P. D, McMTJRRER, American Mining Congress, Washington, D. C.; JUSTIN McCARTHY, United Mine Workers of America, Washington, D. C.; WILLIAM BRADBURY, Mechanization. Washington, D. C. Advisory Committee--*F. J. FORESXLAN, The Pittsburg and Midway Coal Mining ca, Pittsburg, Kan.; *\V. J. SCHUSTER, St Clairsville. Ohio; *J. M. REID. The Hudson Coal co. Scranton. Pa.; `STANLEY H. MOONEY, Woodward Iron co Woodward, Ala.; `ARTHUR BRADBURY, Inland Steel ca. Wheelwright, Ky. Staff Representative--CLINTON H. HOCH, National Safety Council, Chicago, III. `Past General Chairman 43 Other Volumes in this Series Users oi this volume will find much value in its companion volumes. Hens is the list: Vol. No. TITLE Stock No. f General Sessions and Detailed Index lo all Volumes................................ 022J7--I 2 Aviation: Aeronautical Industries Section 4 Air Transport Section................... 022J7--2 3 Basic Step* In Accident Prevention.............................................................................. Q22J7--3 4 Cement and Quarry industries........................ ...................................................... Q22J7--4 5 Chemical Industries .............. .................................................... ............. .. Q22J7--5 4 Coal Mining Industry............................................................................. ............................ .. 022-27--4 7 Construction Industry and Public Employment (Public Employee Section)... 022.27--7 0 Electrical Equipment Industry and Public Utilities........................... ............... 022.27--8 f Farm Safety ............................................................. ........................................................... 022.27--1f 10 Fertilizer industry ............. 022-27--10 11 Food, Meat Fading 4 Leather Industries, Trades and Services........................... 022J7---11 12 Glass and Ceramics Industry and Rubber industry....................... ........................ 022.27--12 13 Home Safety .................................................. .......................................................................022-27--13 Id Industrial Subject Sessions (Sponsored by ASSE)......................................................02227--14 IS labor .............. 022.27--15 IP Maritime Industries (Marine Section)................... 02227--14 17 Metals Industry .......................................................................................... ........................... 022J7--17 18 Metals Products Industries (Automotive and Machine Shop Section Power Press and Forging Section).............................................. ............................. 022.27--II If Mining Industry ............................................................................................ ..-- 022-27--If 20 Motor Transportation Industry (Commercial Vehicle Section).................. 022.27--20 21 Occupational Health Nursing Section................................................... .. 022.27--21 22 Petroleum Industry ........................................................... 23 Printing and Publishing Industry................................................ 022.27--22 022J7--23 24 Pulp and Paper Industry........................... 022.27--24 25 Railroad Industry ................................. .............. ............................... ............................... 022J7--25 24 School and College Safety................. ............................................................................. 022.27--24 27 Traffic Safety................................................. ......................................................................... 022J7--27 28 Transit Industry .................. 02227--21 2P `JVood Products and Tcetif* Industries. ................................................................. 022.27--27 30 Early Morning Sessions, "Human Relations and Man-Management"............. 022.27--30 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 2A page*-- 23 (o 44 page*-- 49 lo 96 pages-- Over 96 page*-- 1 to 0 copits Each $023 .35 . .45 60 45 SO to 99 copies Both $020 2& S7 SO 75 100 to 999 copies Each $0.17 25 S3 .45 JO 1000 or wort Each $0.17 2$ S3 AS 70 Complete set of Current Safety Topic* (30 vol*.)--$9-50. Stock No. 022.17 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAPCTT COUNCIL 425 NOSTH MICHIGAN AVL CHICAOO It. ILL 1)0023802 psirtsr in .*.*, 022.27--4 44 957 | ;URRENT SAFETY TOPICS Volume 7 CONSTRUCTION INDUSTRY and PUBLIC EMPLOYMENT Trmtoocttons of the tr,tH National Safety Congress (October 21*25, 1957, Chicago, 111.) NATIONAL SAFETY COUNCIL 42S N. MICHIGAN AVENUE, CHICAGO II, ILLINOIS CONTENTS CONSTRUCTION SECTION The Ethics of Safe Construction....................... Rev. Robert C Hartaett S. X. 7 Safety and Heavy Construction; St. Lawrence Project and tilt Highway Program................................ .......................... Ellis L Ambnaf 9 Men. Machines and Methods. ................... ... . .Donald R. WReae M Look up and Live.......................................................... Raymond W. Wtfls ft Remarks of the General Chaiiman.. ,.. ................William G. HawNm XI PUtLIC EMPLOYEE SECTION Driver Training and/or Refresher Courses (A Panel Discussion) Driver Training................................................. .........................Forrest S. AAmmm 22 Selling the Driver on the Need for Driver Training... .Alfred M. Noyes 21 Use of Visual Tests in Driver Training....................... tayaard A. Swfber 24 Remarks of Warren D. Wilt.............................. ............. 2t Job Training and Placement (A Panel Oiscusslon) Remarks of George F. Kuhns........................................ ................... .. 29 Remarks of Lorin J, Elder.............................................. ................ 31 Remarks of John J. Hoban................... .................................................. 32 Remarks of J. F. Dc VWer............................................................ . 33 Parks Maintenance Safety--Tree Trimming..Brush Handling and Related Subjects (A Panel Discussion) Immunization Experiment--*1954 Results..................... .... .J. F. Huzver 34 Remarks of Joseph F, Wickless................................................. 3S Remarks of John H. Wiliams................................................................ 37 CONTENTS--( Continued) Digging Out After Mother Nature Goes on a Rampage (A Symposium) Hurricanes--Those Wild Women of the Atlantic.. John L Guilmartin 50 Hurrieancs and Government............... .................,. Jackson G. Flowers 52 Sand Storm*.......... ............................................... Charles P. Dunwiddrc 54 Lessons Learned by Giving Service During and After the Recent Flood............ ............... ........................... .... Melvin G. Lyell 57 Remarks of'J. C McDonald, Jr. ........................................................... 59 Snow and Ice Control................................... ...................... George C. Murphy 59 HaaMi and Safety Programs for Governmental Employees (A Symposium) The Professional Viewpoint on a City Program. .Dr. Frank H. Herrington 40 The Safety Engineer's Viewpoint on Accomplishments. John E. Pagnard 61 Whet Our Red Cross Hist Aid Training Has Done for Our Accident Control Program...................................................................Tarvla Jones 63 What We Expect from Operators of Highway Vehicles..................................................................... Melvin G. Lyell 64 Legislation As It Afreets Public Employee Safety Programs........................................................ H. P. "Pat" Goodin 68 Statistical Committee Report................. ...................................Warren D. Wilt 7t Engineering Committee Report....................... .................. Dwight C Crofford 72 Officers of the Construction Section................................................................... 74 Officers of the Public Employee Section. ................................................................. 75 3 LEARNING TO LIVE Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organised less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each vohnue is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for refemet purposes, the complete original manuscripts with any charts or illustrations used, arc available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE CONSTRUCTION SECTION THE PUBLIC EMPLOYEE SECTION This volume is a record of the sessions held at the 1957 National Safety Con gress by the Construction Section and the Public Employee Section. The con duct of these Congress sessions each year is only one of the many cooperative activities which the Construction Section and the Public Employee Section carry on in behalf of their members, and for the benefit of accident prevention work in the construction industry and public employment generally. These Sections five guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of construction companies and public agencies. The activities of these Sectioas are under the direction of their Executive Committees, the members of which are listed at the dose of this volume. CONSTRUCTION INDUSTRY THE ETHICS OF SAFE CONSTRUCTION by REV. ROBERT C. HARTNETT S. J. Dn, College of Arts It Sciences, Loyola Unirenity, Chicago Safety is like democracy, a sort of per manent revolution. We cannot allow our selves to drop our guard for a nsgit moment. Indeed, we have ccotimally to improvise greater safeguards against oew hazards to life and limb In glancing through the 1956 of Accident Facts, I noticed that of the 9QLOOO persons kilted by accident in 1954, a rathe* I alarming number died from accidents coo : netted with construction. Foe example, more ! than 19,000 died in falls. Nearly a thousand ; died from contact with electric current The hov lolled in our community by contact with a TV set dramatised how difficult it is to make new inventions absolutely safe. More than 6,000 were ki led in 1954 by fire and the explosion of combustible ma terials, and 1,600 died of mechanical suffo cation, Of the 5,000 who died of drowning, quite a few died in Hoods. Some ought have been saved had their houses been con structed better to withstand floods or had flood-prevention or flood-containment best established by appropriate construction. ! suppose similar statistics could be found regarding the causes of personal injuries-- serious, though noofatal, injuries causing permanent or temporary disabilities. In 1955 there were nine million such injuries, of which four million occurred at home and nearly two million at work. SAFETY IS INTEXIGENCE N'ow safe construction is in the first in stance, a question of intelligence, imagina tion and technical proficiency. Architects and engineers try to design and build safe Imildings and highways. Like the rest of U5< they must team from experience the kind of buildings and highways which will involve some people, accident-prone people, irt accidents. The approaches to and exits from Edens Highway leading north out of Chicago are wide arcs. A car driven at the 20-raile-anhour speed posted as "safe" could make the torus in less distance. But the architects and engineers have learned from experience to maximize the safety factor by extremely gradual turns. I certainly would not sus pect them of elongating the turns just to make a bigger job of tL SAFETY--MORAL OR)CATION !u other words, I don't want to give the impression that safe construction Is pri marily an ethical problem. It Is primarily an engineering problem. As far as zeal for safe construction is concerned, the desire and determination of architects and engi neers is to build buildings and highways to minimize dangers to life and limb. The construction industry, both out of self-inter est and out of public interest, give the highest priority to human safety. On the Ohio Expressway the designers not only provided a parkway between the Westward and Eastward highways but hol lowed it out So that no one would even be tempted to make a U-turn where it would be dangerous and is forbidden. My topic, however, is the ethic* of safe construction. So let me enumerate a few moral considerations which may help to fortify us in oor determination to design and construct buildings and highways in as safe a way as possible. . The first moral consideration is that hu man safety is an integral part of everybody's job. Nobody can ever become so specialized a technician as to divest himself of respon sibility for the safety-aspect of what he does. There is a very important principle in moral philosophy dealing with what is called cooperation. 7 1957 Notional Saftty Congress According to this principle of cooperation, worship of money. But when the chips are moral cooperatwo, an agent is guilty of down, they always seen to put money first. wrongdoing if he is in any way involved in it. if he participates in it, without doing whatever be reasonably can do to prevent it. Moral cooperation includes many actions besides those of the principal agmt For ex ample, a person who gives bad advice co operates in evil. A person who supplies bad material, or even good material which he Now if the National Safety Council and this Congress mean a thing, they that safety comes first. They mean that human lives and bodily integrity are more important than money. Not somebody rise's money, fraud yon, but your money and my moon-. I wonder how a eortttroctkm engineer knows will be badly used, cooperates in feels when he reads that the floor of a moral eviL Even a person who remains building he is building collapsed. IdlUnj silent when he ought to speak up against five men, all fathers of families--if he an evil transaction is tarred with the guilt knows in his heart that he is partly to blame of moral evil. 11'hat doth U profit a man to gain the whole Now this business of moral cooperation worid and suffer the toss of hit own tout? becomes extremely complicated- The fun damental moral principle is simply this; TECHNICAL ETHICS every human person is morally obliged to do Let me emphasize I am not talking about what he reasonably can to prevent moral purely technical errors. An engineer could evil. If he is reasonably certain that nothing be guilty of many mistake* which would be he can do or say will have any* effect on the honest errors of judgment--not too many transaction whatsoever, he may be justified mistakes, but quite a few ta a life-time. in letting things ride. I am talking only about deviations from But we have to be very careful not to what he losows to be the principles of safe kid ourselves, not to lull our consciences by construction, in cases where he failed to do jumping to the conclusion that there is what he could have done to prevent such nothing we can do to prevent what we know deviations. is wrong. Self-interest such as the desire to make a handsome profit, is no justifica tion for cooperating in moral evil A person who goes along with unsafe construction without doing what he can to prevent it. just because he is too greedy to take a chance Moral courage, especially the land needed to beat back the serpent of fear of toss of money, is an ethka] must for safe cockruc tion. There are other lands of fears, of course, that oootrihtfte to unsafe construe(ion: fear of getting into a pub&e hawk*, on losing business, is guilty of moral co fear of newspaper attacks, maybe nut fear operation is an immoral action. of one's wife when honesty would jeopardise TAKES MORAL COURAGE one's income. We need moral mangi so overcome an these fears. Asm! I am sot The second moral consideration is this; suggesting for a moman these are idle fear*. it takes a lot of moral courage sometimes to take a firm stand against politicians and business colleagues especially your boss-- when you know full well that you are co operating in unsafe construction. Sometimes 1 think that the greatest need of this country today (maybe it's the greatest need of every country* in any age) is moral courage. Now here it an ethical which touches on technical ability. We are too much inclined today to dreertg tsdaictl know-how from moral principle. Tins unnatural If a man is an ' or aw architect or even a bricklayer, he has moral obligation to esquire W snbef- erer technical skill it necessary far ham to People are afraid of getting hurt, espe do his work with fuff fustier to the safety cially in their pocketbook. Sometimes it factor. seems as if they have adopted a purely utilitarian moral code according to which money excuses everything. In their own way, such people worship a golden calf. They would never for a moment enunciate their philosophy of life as consisting of a For example, if an architect bads for a job when he knows that be lacka the siriXI to discharge it safety, he is being Anyone who neglects to apply all his skD to maximize the safety factor, to grie it the No. 1 priority, is bring unethical. : Construction Industry and Public Employment In other words, the moral principle that we must build safely, governs the use of technical skills. Technical skills are means, instruments, which must be directed by moral agents. A man's moral purposes are much more important than his technical dolls. He must subordinate his use of skills to the paramount moral purposes of human fife. PHILOSOPHY QUESTION Some people think that we Americans have become so proficient tn technology that we have endowed technology with the halo of ultimate value. We no longer know how to think about means and ends in terms of man's ultimate purpose on earth, but only in terms of the here-and-now job to be done. If so. this topsided fascination with technical achievement may completely undermine our allegiance to moral achievement. What are we made for. in the ultimate analysis, tech nical achievement or moral achievement l The ethics of safe construction, like every other question of ethics, boils down to that unavoidable philosophical question: in what does the ultimate good of man consist? If it consists in making money, in our so-called high standard of material comfort or in any other purely temporal form of self-satisfac tion. 1 do not see how we can expect archi tects and builders to make personal sac rifices, even very great sacrifices, in the interest of safe construction. Any egocentric ethics would allow loop holes for unsafe construction if the pricetag were high enough. After all, people who worship the golden calf have never tost much sleep over a few durob-duck miners who lost their lives in explosions in unsafe mine shafts. No, the ultimate reason for going all out for safe construction has to be respect for the moral worth and dignity of every child of God, respect for his bodily integrity and his right to "life, liberty and the pursuit of happiness"--in other words, to pursue his moral perfection as his highest temporal goal, as a means to the ultimate destiny the Creator of all mankind has put us on this planet to seek. Doing all we am to prevent injuries to our fellow-pilgrims, whether fatal or non- fatal, Is an important part of God's holy Uw for all of us.^. SAFETY AND HEAVY CONSTRUCTION ST. LAWRENCE PROJECT AND THE HIGHWAY PROGRAM by ELLIS L. ARMSTRONG Utah director of highways, former asst project manager, St Lawrence power project Salt Lake City, Utah in this "Miracle of America** the progress in production of goods and services to make Hfe better has reached a stage far above any other in the history of man. This evolved because we have begun to reap the benefits of harnessing the unlimited poten tials of the human being, cooperatively pooled for the common good. Man controls nature for his good more thiui ever before. If he can expand bis con cept that he is his brother's keeper to V ail iadasive with his expanding abi!i*v nar- ness the forces of the universe, perhaps we are entering the "Golden Age" of man. There are many problems still unsolved --and solutions are not easy. Vet the history' of civilization is marked by milestones where man recognized the need for cooperative effort to survive. Each construction feat in history advanced man along the path of civilization and cooperative effort was pitted against the forces of nature to control man's environment. Progress has been made by realizing that each man has a moral respon sibility to respect and protect bis neighbor. 9 1957 National Safety Congress Construction Industry and Public Employment Accomplishment of heavy construction re quires the working together cooperatively of many men. The billion dollar St. Lawrence project is an outstanding example of what can be done when nations and states and groups of men, with some differences in objectives and interests, pool their efforts for the common good The harnessing of power from the St. Lawrence in the Inter national Rapids section will produce 2JMX000 horsepower of electrical energy and will open the Great Lakes to ocean-going ships, creating the "Eighth Sea." NATIONS COOPERATE FOR PROGRESS It is Certainly a top achievement in man's struggle to improve his environment and harness the forces of nature. More impor tant. perhaps, to the future of mankind is the demonstration that international, na tional. local, and individual interests, can cooperate and can be co-ordinated for posi tive accomplishment. It is a successful prac tical demonstration of what is needed to solve many problems of our troubled world. One of the major problems of our "Mira cle of America** Is the needless yearly loss of 95,000 tives and the crippling and maim ing of nearly 10 million people by accidents. The National Safety Council has been a potent force towards reducing the appalling loss. Progress has been made. In the last 30 years the accidental death rate of all accidents has decreased from 100 per 100. 000 population to about 53 per 100,000. However, the progress made is not enough --much remains to be done. NOT "ACCIDENTS"--"MISTAKES" In construction operations last year, 2,600 workers died in accidents on the job and 225,000 were injured, making construction one of the most hazardous occupations. Some 2$ years ago, the rule of thumb quoted was that one maa would be killed for each one million dollars worth of work accom plished. This was inevitable to get sky scrapers, dams, bridges, tunnels and highnays constructed; a sacrifice of the life of man to the "God of Accomplishment." There was only a passive interest in safety, the same as the Sunday sermon on "Love Thy Neighbor." But safety was regarded as foreign to the rough, tough environment of heavy construction. A hard hat was re garded as "sissy" and taking unnecessary chances was a mark of distinction. Fortunately, through the efforts of de voted, dedicated men in government, labor, and industry, safety today is recognized as an essential part of heavy construction. Accidents are no longer considered "Acts of God" but rather mistakes that can be corrected. It has been demonstrated and accepted by the construction industry that "safety pays" in better worker performance, more pro duction per man hour, less expense and certainly more happiness and well being for all concerned. Exposures of a million man hours without a lost-time accident still merit praise but are often accomplished; a record of 6,735.000 continuous accident-free man hours on a construction project has been established. Improvement has not just happened. It has taken effort, work, perseverance, pa tience, sweat, vision and understanding of men and the cooperation of all concerned. It has taken the realization that there is an obligation to our fellow workmen that makes aggressive, positive effort toward accident prevention the only tenable course LOCKS AND CANAL WORK The St. Lawrence project is unique In construction history. A large number of entities of mtemadoaal and national level are involved in one of the biggest, concen1 rated coustructicA projects of all time. The work of constructing the dams and reser voirs to drown out the rapids and harness the power in the International Rapids Sec tion will cost about $700,000,000. This is being dooc by the Power Author ity of New York and the Hydroelectric Power comrmsrioo of Ontario. Engineering and supervisor) of construction on the .Americas side was contracted to Uhl, Hail and Rich Engineers and on the Canadian ride to the engineers of Ontario Hydra To insure adherence to international treaty provisos* of the river, several control agencies of an international character exer ase review poweis over all operations. The two lock structures and the canal an the American side to bring deep water ship ping into the reservoir are being constructed by the St Lawrence Development corpora tion, a federal agency, at a cost of about fl 5140,000,000. This agency utilizes the United States Army Corp of Engineers for engi neering and construction supervision. The St Lawrence Development Authority lit Canada is constructing the $25,000,000 lock at Iroquois on the Canadian ride and ihc $280,000,000 canals and locks from the International Rapids lo Montreal, utilizing largely its own engineering forces. Most of the construction is being done by private construction contractors obtaining projects through open competitive bidding. In the 40-miles of the International Rapids more than 70 contractors, with about twice m many sub-contractors, have been in opera tion at one time. Approximately $80,000,000 worth of construction equipment and 17,000 workmen have been working around the clock to complete the project. From a safety standpoint the following are factors of importance on the St. Lawrence: 1. Fast construction schedule. ?. Large number of workmen required in short time. 3. Relatively inexperienced heavy con struction workmen. 4. Hazard of work in controlling the 250,000 cubic-feer-per-second Sow of the St. Lawrence river. 5. Safety "written in" to construction contracts. WORK AROUND THE CLOCK The project was scheduled for the earliest practical completion date. The power 'por tion was financed through the sale of bonds to private invertor* and there was a need and a market for power as soon as it could be produced. The schedule made necessary the pushing of all work around the clock and through hazardous winter seasons. Or ganisations were "under pressure" to get the job done: With the fast start and the large number of contracts underway, it was difficult to man the jobs with experienced labor. Al though the unions and the contractors did a Herculean job in getting workmen from all over the country, the carpenter reporting for work with new pair of overalls, a new hammer, and a meat saw was not fictional. This problem required additional efforts to teach workmen how to perform their tasks and to observe safety practices. Discipline presented a problem since a workman dismissed for safety infractions cm one job, could immediately get employment on another. The work of moving the large flow of the Sr. Lawrence river around to accomplish the construction presented hazards not usu ally encountered. The fast currents and the large constant flow of the river made neces sary constant vigilance against the hazard of drowning. Wearing life jackets was mandatory on all operations over water. Winter work at the river produced the addi tional hazard of floating, grinding ice. The specifications for the Power Authority of New York provided that: "The contractor shall at all times exercise reasonable precautions for the safety of persons engaged in the per formance of the work. The contractor shall provide adequate equipment and facilities as are necessary or required, in the case of an accident, for first aid service to any person who may be injured In the prosecution of the work under this or other contracts for the St. Lawrence Power Project, and he shall have standing arrangement for adequate medical care, and for removal and hospital treatment of any person who may be injured or who may become ill. Such equipment or facilities and ar rangements shall be satisfactory to the engineer. The contractor must report immedi ately to the engineer every accident to persons or damage to property, and shall furnish in writing full information including testimony of witnesses, re garding all accidents. The contractor shall comply fully with the provision of the booklet entitled, "Safety Re quirements" as published by the U. S. Army Corps of Engineers and with N. Y, state laws. The contractor shall employ a full-time, qualified safety en gineer, who shall report lo and cooperate with the safety representative of the engineer." Other agencies had similar provisions, thus recognizing that the owner, as welt as the builder, has a moral obligation for the 10 1! 1957 PfaHenat Safety Congress welfare of the workmen. Farther the sped* fications reflect the conviction that a safe job is the most economical job. The Corps of Engineers "Safety Requirements" is recognized as as excellent guide for job safety on heavy construction. KAN OWN SAFETY WORK The engineers for the Power Authority instigated an aggressive positive safety pro gram for their portion of the work, as did the other entities. A project safety engi neer was appointed to head the program reporting directly to top management. He had assistants and acted as a staff advisor to top management with the prime function of providing advice and guidance for the program and directly assisting the various resident engineers. He was responsible for compiling the overall job safety records, statistics and reports, and to point up weak points in the program. Enforcement of the safety requirements of the specifications was through the regular line organization, with each resident engi neer held accountable for the safety feature* of his project through his field engineers and inspectors. Safety requirements were as important as requirements for quality of construction. Each contractor had a safety engineer oo its project to actuate the safety requirements of the specifications, working through the fob superintendents, foremen and workmen. Contractors' safety programs were carried cot as line functions. At a monthly meeting with top management, the engineer and each contractor formulated policies, discussed weaknesses, reviewed accident records and devised improvements. Each contractor's project manager, the gen eral superintendent, safety engineer and shift superinteidems were required at these meet ings. NEW eMPLOKEES SCREWED These meetings were followed by similar meetings at each job level with the resident engineer*, their staffs, the job supervisors and foremen. Each project carried out a program of safety education through meet ings of foremen, teadmea, and workmen. Probably the most effective means of furthering the safety program were the short "tool box'* meetings between the fore men and his crew held daily or as required to cover the particular hazards of the crew. On job a new workman was given a list of safety rules for the project and an interview with a member of the contractor's safety organization who discussed the par ticular hazards of the project. The program provided for a similar discussion by bis immediate foreman, who screened employees to prevent assigning unfit men to particu larly hazardous work. Large National Safety Council billboards were erected at each project and accident posters displayed. Smaller posters were dis played at the check stands where the acci dent record of the job was illustrated. Per tinent, timely safety reminders were issued with pay checks. The indoctrination lectures and the literature appealed to the workers' responsibility to bis family and his fellow worker* and to his pocketbook. Area-wide competition was promoted for the best safety record of different crafts and for the different projects. The job with the best monthly record was awarded a large safety flag to fiy for the following month. The awarding of the flag was done with ceremony and publicity. Contractors maintained safety records of the foremen and presented them with awards when they readied admirable accident-free exposure totals. The cooperation of the unions was ob tained in promoting safety education in their meetings and m having them assist with safety indoctrination of new employees. The union stewards worked with the engineers and the contractors in policing safety regula tions and devising safer methods and pro cedures. The program was a coordinated all-out effort to further safety on the project. The result has been a record accident frequency of about half the national average for heavy construction in the approximately 60 minion mas-boors of exposure so far encountered. Good accident records doa't just happen --they are caused. And they are caused by formal, aggressive, positive safety efforts by all--by the owners; the engineer*, the contractors, the insurance carriers, the gov ernmental agencies, the unions, and the workers themselves. No halfway measure on be folly effective. 12 Construction Industry and Public Employment We, m Amenta, are now embarked on a highway construction program that is the largest public works endeavor of all time. One of the program's mam objectives is to reduce the appalling accidents, death and destruction on oar present crowded inade quate highways. These accidents have aroused public upfignatioo so an all-out ef fort for reduction U now underway. HIGHWAY CONSTRUCTION PROJECT However, embarking as we are on this unprecedented construction program, we should not overlook pur obligation to reduce accidents during construction. Actually the progress in reducing the accident rate of highway travelers ho* been better than the reduction of our accident rate on construc tion. The size of the construction program will attract new contractor* into the field and ex pend existing organizations. Many of these will not have the experience or the person nel to carry out a good safety program and they will need help. Some undoubtedly feel that adequate safety precautions will mean added expose; particularly so from .the standpoint of safety of the traveling public through the construction areas. While this nay be true from a short-range, individual contractor approach, from the overall stand point adequate precautions and safety meas ures most be taken. This will require that reasonable safety requiremaRa are an in tegral port of the contract to place all com petitive bidden on an equal basis. * In my state, as in many others, there has not been a formal safety program on high way construction work. This has bewi left to the cootractors* insurance carriers and the states' industrial commissions or labor de portments. The results have not been good. The accident rates are high, the insura*.-e rates are high. We are proposing to "write in" safety re quirements in our specifications--not just general references to state statutes--but specific reasonable safety requirements in cluded in a safety manual to be specifically patterned to highway construction with its additional hazard of the traveling public through the construction area. We are pro posing a better record of our construction accidents so that we can better define oar problems. We ire in the process of defining in writ ing our safety policy and in working out the details of a program to accomplish that policy. This will include an educational program through all the chain of command. It win make a afe job as important to our inspectors and engineers as a quality job. With the big construction program ahead of us, we cannot do less--and still fulfill our obligation for the welfare of our fellow workman, and to the taxpaying motoring public to see they get the most highway possible from their tax dollar. The Sc Lawrence project illustrates what can be done in a formal, positive safety program made an essential pan of construc tion. The same type of approach should provide an equally favorable record on our highway construction---a program bringing the governmental agencies, the engineers, contractors, the unions, the insurance car riers, and the workman into a coordinated, cooperative all-out effort to reduce needles* acadents^fc MEN, MACHINES AND METHODS by DONALD I. WILCOX professor of industrial engineering, University of Florida, Gainesville, Fie. Accident preveritioa is one oi the best, end certainly one of the most humane and so cially desirable ways to increase profits. In dustrial engineers, by virtue of thetr unique training, arc well qualified to decrease cost*. They are prepared to lead in accident pre vention efforts in addition to performing their primary function of coordinating, facili tating and expediting production. Accidents are extremely costly. Even the basic minimum expenditures demanded under compensation laws are an appreciable item in most cost estimates. Insurance covers these expenses, but what about damage to vital equipment and materials, delays to the job liability to third parties and other `Indi rect" costs resulting from every accident? The insurance companies cover these costs through the premiums paid by the contractor. These premiums are usually set through ex perience ratings and thus successful efforts to eliminate personal Injury accidents bring a prompt and direct reduction in the cost of doing business, which results in increased profits. The construction industry presents a com plex picture. Representatives of large and email concerns, representatives of govern ment, insurance and various other types of agencies concerned with the problems met in building a wide range of structures cover ing industrial, residential and public works all have certain interests in common: get ting the job done--quickly, safely and eco nomically. NEW TTO ENGINEERING Most evtomt is faiuflar with the basic division* of wgia---ring nwhanirat, civil and electrical. Industrial engineering is relatively new, established less than 50 years ago, and only coming into prominence as a result of World War It. Many lamed authorities have propounded elaborate and detailed definition* of the field, but I would choote to describe it more simply. The collegiate industrial engineering cur riculum is an outgrowth of mechanical, is based on a solid grounding in the funda mental sciences, and includes survey courses which acquaint the student with the prin ciples of surveying, structures, electrical and mechanical equipment However, and here is where we offer something different and something which employers seek and appreciate, the industrial engineering training {daces emphasis (l) on human nature and considerations of the physical capabilities and adaptabilities of workers and (2) on cost considerations and (he vital importance of producting good? and services efficiently and economically to sell at a profit Some of the earliest investigations in the field' of industrial engineering were made in the construction industry. Mr. Frederick W. Taylor, one of oar pioneers, was struck bv the waste effort and fatigue in the methods then used by the bricklayers. He devised a scaffold to deliver bricks to the worker at the working level thus eliminating back-bending fatigue and also increasing production. TRAIN, EXAMINE MEN To get down to cases, let me take up my topics in order- First of all: Urn. The selection, training and ultimate job assign ment of the workers has been a fertile and rewarding area of investigation aad study. Native intelligence, education, and physical limitations or capabilities should be evalu ated and the findings intelligently used. Countless acadoits have best traced to the fact that the injured man was poorly adapted to the type of work in which he was engaged, either through failure to com prehend and deal with certain hazards, or because he lacked necessary coordination, dexterity of physical strength aad stamina Pre-employment physical examinations, properly made and recorded will reveal many potentially expensive hernias, back injuries and other types of chims. Many concern* are enlarging their preventive medical program to include periodic physical 14 Construction Industry end Public Employment examinations to detect incipient allergies znd progressive forms of physical ailments which might otherwise culminate in acci dents or industrial health claims. The supervision of men is the keystone oi successful production. A job is as good 3* the supervision wants it to be. If man agement is truly interested in turning out lood work and makes dear to its supervi sion that it demands accident free conditions, a supervisor, be he superintendent or fore man can transmit through education, en forcement and example an enthusiasm which will make the job proceed smoothly, GOOD SUPERVISOR QUALITIES There is much help available to those who would be good supervisors. An understand ing of human nature, its motivations, the inter-relationships of fatigue, worry and the personal needs for an occasional word of commendation, disdplinc and instruction are ill involved. Taylor once conducted an in teresting experiment on the psychological requirement of the average workman to understand his pan of the job in the scheme of things. He hired a group of common laborers to carry a large number of "pigs" of iroo from one end of a long yard to the other. When they had finished be asked them to carry them all back. Then again to carry than back to the other end, and again to return them, whereupon they tried to quit. He offered thtm more money, but with tittle success. They just didn't want to do a job where they coaid see no accomplishment from their efforts. Pay alooe is not aioogh. Workers' cooperation in on accident pre vention program cannot be purchased out right. They must feel it is a team effort. There must be recognition of accomplish ment and incentive to improve the record. The Industrial engineer can select and enforce the use of suitable protective equip ment for your men. This is a field where technical knowledge is important. Hazards are elusive and the "hunt for tile hazard" is only the beginning It remains to select proper protective device* to reduce expo sure without interfering with production. Finally, there are problems of making equip ment available where and when needed, sebing it is used as intended, and maintained and accounted for. UTILIZE MACHINES EFFICIENT!,/ Now consider the topic of Machines. The contracting industry has been slow to take advantage of modem mechanization. Many material handling methods are still primi tive. On other jobs equipment is used which was not at all suited to the work being done. Other sites have equipment needed and, although owned by the contractor, was not available either because of preventable breakdown or because it was standing idle on some other job site. We have a big contractor in Florida who reportedly had similar items of equipment pass each other cn route on Joog hauls simply through failure to plan and know where his equipment was, and where and when it was needed. There was an item in the paper about a laborer who took off in a company truck, painted out the sign and engaged in his own independent hauling operations for several weeks. Finally he parked it on a side street where the police eventually found it. What it was turned bock to the owner they found it had never even been missed. This is inexcusable and extremely costly. Some solid industrial engineering planning and control can prevent such occurrences. 1 make no claim that we industrial engi neers know all about the great variety of types of equipment encountered in construc tion work. But industrial engineering train ing prepares the graduate, after a tittle experiatce with your organization, to keep abreast of the technical press, make economic studies and recommendations on selecting proper equipment, .adequate depreciation charges and replacement policies. Scheduled, preventive maintenance will yield more effi cient production, with the very important by-product of preventing the possibilities of many expensive accidents. Machinery is expensive, accidents involv ing power equipment are usually serious ones, and the exigencies of building opera tions donand ingomity, resourcefulness and accurate, positive and informed derisions. Have you ever had anyone in your organi zation analyte the feasibility of using flight conveyors or straddle trucks in handling your materials? Have you attempted to standardize procedures and methods? What about maintenance? IS 1957 National Safety Congress Construction Industry and Public Employment A foreman worth his sit will devote most of his tune to supervising the progress of the work. This embraces assigning work, arranging for needed materials and equipmeit, instructing the workers, coordinating with various crafts and other working groups, and making a multitude of on-thespot decisions. If he is to accomplish all this effectively and efficiently, little time is lefe for other matters. SAFETY BY MECHANICS An industrial engineer can use his me chanical background to devise needed guards, evaluate and counteract hazards and promote safety through training, inspection and pro tective measures. Working with the fore man he can see that barricades guard floor openings, that operators are properly trained to use power equipment, and that neither circuits, machines nor men are overloaded --with consequent expensive breakdown. The inherent perils of construction ma chinery on be practically eliminated by enforcing a few simple measures. 1. Only trained operators should be per mitted to operate power equipment--4* it a swing-saw in the yard, or a crane swinging a hod-ache ball A man unfamiliar with the controls can forget to set a ratchet, tip over the equipment or snap a table. Also the operator should be able to see clearly the entire area of his maneuver or he should be assisted by reliable signal-men. I have seen many near-accidents due to faulty or sloppy signals. 2. Crane operators must realize that high tension usually means instant death and that they must stay clear of aU power line*. 3. Personnel must not ride the equipment. In Florida seven men were lolled and 12 seriously injured in one material hoist ac cident. Steelworkers often elect to ride the bait down. In Miami, when two men did this and the operator momentarily lost his view of them and applied his brake sud denly, both were jarred off and serious injured. 4. When equipment is closed down all pans, blades, buckets and booms should be lowered and the machine be made inoperative should children or other trespassers tinker with the controla. The communication of these and a host of other important management policies can best be effected through an organized, con tinuing, supervisory training program. Such a program does not have to be formal but must be practical up-to-the-minute and authoritative. The development of your supervisors will yield more and better pro duction at less cost Equipment will be better cared for and fewer accidents will occur. Insurance com panies and governmental agencies are pre pared to help in such efforts, but an indus trial engineer on your own staff can keep abreast of current conditions and put real vitality and value in your onployec training. Now as to Methods. Industrial engineer! have had to live down the epithet of "Efficiency Experts.** Unfortunately, in the early stages of our field there were certain un qualified and unscrupulous individuals who wanted to get on the band-wagon and make a fast buck. These men went about the country claiming to work miracles in re ducing costs and increasing production. j] METHODS DETERMINE PRODUCTION Many of their recommendations were illconceived and poorly worked out. with catastrophic results for some of thdr un fortunate clients. Labor resented the so-called stretch out of work and the practioners were dubbed tn derision as "Effi ciency Experts-" This has been, extremely unfair because the respected industrial engineer of today is truly an expert in efficiency and his abilities in methods im provement have much to offer construction companies. Flirt ftmiidci th* mttr of layout. Ym have all seen job sites where material is piled helter-skelter, all over the place. After the first few consignments of bride, pipe, lumber and reinforcing steel are delivered. It becomes every man for himself as each new truck drives up and looks for a place to dump its load of material. Materials have to be moved from place to place before they are finally used. Those on top are shoved aside; materia] gets broken, lost, stolen, mis-used,--and people get hurt in the confusion. Extra efforts are needed to get what is needed, when it Is needed, where it is needed. Subcontractors get sore when their materia] is made bracecs- I ijble, or when they are required to trot way around the job every time they need an elbow or require a piece of conduit. How much better it would be if the super intendent on the job would make it his first order of business to plan the site and con sider proper storage provisions and space requirements for materials handling. A little attention given to the segregation of various sizes of brick, block, steel pipe and conduit can save time and crushed fingers or toes when material is needed in the course of erection. Proper methods of piling will pay similar dividends. Bricks, blocks and lumber can ll be palletized or otherwise prepared for mechanical handling. Reducing hazards is enough to justify such treatment, but if you are interested in more immediate profits you will find they come from reduced tabor costs incidental to unloading and handling materials by modem power equipment GOOD SCHEDULING EASES JOB Another approach to this same general problem, emplo>ed by industrial engineers, is that of scheduling. Materia] delays can certainly hold up a job and incur payroll expense for Idle workers and so we try to stockpile in advance, but this is an elemen tary approach. Good purchasing involves dealing with responsible suppliers through binding contracts. Deliveries can then be scheduled to reach the job when and as needed--not six weeks before. Should weather or other conditions require changes, or should the job proceed more rapidly than anticipated, good schedul ing demands that progress be related to fiUm in s rmlitolc manner and (iiumiH and complete coordination be effected. This the industrial engineer is trained to do. The industrial engineer is indoctrinated in his undergraduate curriculum in the intrica ries of legal relationships. Contracts and contracting procedures, real estate law in cluding easements, riparian rights, rights to vertical and lateral support, and liens, work men's compensation and public liabilities, purchasing, common carriers, labor law and insurance are aU encountered daily on the job. . The maintenance of complete and accurate records and the ability to estimate quantities and costs are invaluable when making prog- rcss reports, submitting certificates of com pletion, or analyzing costs. An industrial engineer on the job will far more than repay his cost through recommendations developed by analysis of accident reports, materia! utilization and payroll audits. His familiarity with budget procedures, cost control and accounting is invaluable. GOOD PUBLIC RELATIONS In public relations, again the industrial engineer is especially effective. Although contractors do not deal with the man-on-thestreet as a day-to-day customer in the sense of the corner druggist or delicatessen, they should be keenly concerned about their re lationships with the general public. Their reputation as conscientious, con siderate, competent builders will do much to foster trouble-free labor relations, attract better grade help, facilitate favorable legis lation and financing, and counter-act the probability of criticism for the public nui sance complaints which accompany most jobs. The paving contractor who displays a large sign calling attention to his name and then puts a sloppy looking, disagreeable, uncouth individual at the job of flagging traffic can turn every driver that passes into a surly critic. If a little care is taken in selecting that flagman and he is properly instructed to explain necessary waits to delayed motorists and caution them to drive safely, lawsuits and litigations which might otherwise arise may be avoided. Construction work is notoriously of in terest to pedestrians. You have no doubt shared my frustration at passing jobs which were secreted behind closed board fences, wd my Miiitfunen at pauiinf a momam at peep-holes thoughtfully provided by a con tractor who was conscious of the importance of good public relations. ! have known cases of such vantage points creating the initial interest of some excellent job appli cants. The attractive nuisance problem with its attendant liabilities is still another facet of public relations. Warning signs, explana tions, press releases and attention to barri cades and watchmen can do much to educate parents in the neighborhood to assist in keeping children away from dangerous areas. Even.' contractor who knows his business will agree that housekeeping is one of the 16 17 1957 National Safety Congress Construction industry and Public Employment most important aspects of the well-run job. Yet almost invariably I have found more alibis than efforts in this direction. Accident statistics readily reveal that a great many accidents which cost money and interfere with production, are directly traceable to poor housekeeping. Debris should not be allowed to accumulate. HOUSEKEEPING SAVES DOLLARS It is penny wise and pound foolish to kid yourself that you are cutting costs by reducing the tabor force assigned to clean-up. Three dollars an hoar, or $2. or $1-85 is too much to pay {or a craftsman's time in pawing through a pile of scrap to clear a place to fasten a brace, or to place a ladder. The up-turned rusty nail, the littered stairs, and the stumbling block await their victims on too many jobs. The fire Kazan! is vastly increased by the presence of trash piles of empty neks and scrap lumber. Temporary wiring should be kept up off the floor and out of the way. I would like to see the pop bottle banned for it has led to falls and broken bones. Good materials are wasted, possible sal vage is ignored and accidents breed when trash is left lying around. Why not turn to an industrial engineer to devise a system of segregation, removal and disposal? May I conclude with a little rhyme penned by Mr, Rudyard Kipling: "I keep six honest serving men (They aught me all I knew) Their names are What and Why and When. And How and Where and Who.** These six are combined in the person of the capable industrial engineer, and he has much to offer your industry claims, work stoppage; contract losses, cost of training new skilled employees, etc, are but a few of such reasons. The workers are vitally interested because they are the ones who will be killed or injured, and be cause their families and their job opportuni ties also suffer. Electricity in our modem civilization is a wonderful and indispensable servant How ever, like many other modem conveniences, such as the automobile or airplane, it must be used or treated with proper respect Care lessness can transform a wonderful servant urto a horrible master! Overhead power lines have tong been used a* the only feasible way of bringing elec tricity to the majority of our citizens. Al most all construction jobs find the use of electricity essential today. Your electric utility companies construct overhead electric lines to Ugh standard* of safety. This WAYS TO AVOIO ACCIDENTS Many suggestion* for avoiding such ac cidents have been advanced, such as block ing crane wheels or tracks, blocking turning or lifting mechanisms, so that booms may not be moved beyond a safe point, building physiol barriers, proximity alarm systems to warn when a boom is brought too close to power lines, contacting local power com pany in advance so that tine on be de energized, raised, re-routed, or other precau tions Hk--v The exact solution will differ, depending upon circumstances. In California the law requires maintain ing a minimum distance of at least six feet from overhead electric power tines at all times. Sute safety inspector* require me chanical blocking or loddng of equipment to preclude the possibility of contact. The first rule to be followed is to look up frequently to discover whether overhead method of distributing electricity ha* been electric power tines are in the vicuity. Once used since it* discovery and will continue this is determined, the other steps should be to be used for a long time in our present taken. However, it must be note! that visual civilization with reliability and safety. It is observation of an overhead wire from the LOOK UP AND LIVE the failure to "Took up" and keep a safe ground can be misleading. The angle of distance from such overhead lines that brings sight, light conditions, atmospheric condi about accidents. tions, background conditions and other fac by RAYMOND W. WHITE manager of claims and safety dept.. Pacific Gas and Electric co^ San Francisco, Calif. This slogan has been adopted as a theme to help in the elimination of deaths and serious injuries resulting from contact with overhead electric power lines by equipment, tools, and other mobile objects. If all per sons engaged in work which involves the raising of objects into the air will first Hook up" and then take the proper steps to avoid contacts with any overhead electric power lines in the immediate vicinity, they and their fellow workers will live to work again. WHAT IS KING DONE- I shall present this problem to indicate its vital interest to your group, to state what is being done by the electric utility com panies. and to seek your active program ming of a campaign In the construction in dustry to eliminate such accidents. Many of the electric utility companies throughout the nation, in cooperation with state and local governmental agencies, are conducting such accident prevention pro grams as a public service. These campaigns have included the following: 1. Newspaper advertising. 2. Radio and television programs. 3. Sound Elms. 4. Pamphlet*. 5. Direct mailing to contractors, union members, farmers. 6. Personal appearances before contrac tor groups, union meetings, farmer groups, public service groups, etc. The construction industry, by joining in this campaign, can bring about subsbntial accomplishments. Both contractors and workers have die overriding motivation of the saving of hu man life in the prevention of these accidents. In addition, contractors and owners have vital financial reasons for eliminating such accidents. Insurance companies, damage WHAT CAN IE DONE If the "Look Up and Live" message is carried far enough, loud enough, and often enough to those persons having potential exposure in their work, we can eliminate or reduce to an irreducible minimum this tvpe of accident. There is a need for concentrated action, properly coordinated, between contractor as sociations, labor unions, state and local au thorities, electric utility companies, and the National Safety Council. This action should provide the thorough and repeated dissemi nation of information to all members of the construction industry, emphasizing the theme of "Look Up and Live." It stresses how proper care In the movement of objects when in the vicinity of overhead electric power line* will save the life of a fellow worker and prevent horrible suffering for those who might be maimed, but not killed outnght. Many of your loo! power companies will be glad to assist m preparing written infor mation. developing programs, and preparmg special materia! which yon can deliver to vour members and associate*. tor* may make determination of exact dis tance* difficult. Perhaps one of the most graphic illustra tions of the need for continual observation and awareness can be quickly given by a brief summary of the tragic fact* of a case which happened is our territory a few year* ago. A salesman was demonstrating a boom equipped truck designed for trimming trees. He intentionally brought it to aa area in the immediate vicinity of a 12/JOO volt over head electric power tine to demonstrate its mobility. FAILED TO OtSERVE After several conversations concerning the proximity of the wires and how the equip ment would avoid them, the salesman pro ceeded to demonstrate the equipment and in doing so. misjudged the distance and moved the bucket in which he was standing di rectly into the l^COO volt tine. Both he and the bucket were engulfed in a tremendous flame and eventually the buckec disinte grated, dropping what was left of the sales man to the ground. Needless to say, he was horribly burned and was dead upon his arrival at the hos- 18 19 1957 Motional Safely Congress pitat. This indicates that mere awareness is not enough. Further precautions must he taken. The equipment should have been lo cated and blocked so that the farthest ex tension of the boom could not have brought it closer than six feet from the power line. A discussion of the problem in advance with the local power company is recom mended if careful appraisal of the job indi cates no method of performing the work without coming in close proximity to the power lines (arty distance closer than six feet). DISTANCE ElECTRlCITy JUMPS Statements about electricity arcing and lumping through the air while booms are several feet away from power tines have been made. Such statements are incorrect and misleading. They do a disservice to proper understanding of this subject. The distance which electricity will arc or jump in the air gap or space under given condi tions is a scientific fact. Air acts as an insulator or non-conductor of electricity. The American Institute of Electrical En gineers. in cooperation with the American Standards Association, has published Stand ard N'o. 4 (American Standard for Meas urement of Voltage in Dielectric Tests. September II, 1953), which sets forth arcing distances. Table 1A on Page 19 of this Standard shows that the arcing distances of electricity is normally considerably less than one inch at voltages as high as 40,000 volts. For example, the table shows that at 1-2.000 volts the ardng or jianpmg distance is only 0.5 CM or 0.197 inches (approximately ft of an inch). Most distribution voltages range from 2.300 to 13,000 volts. Higher voltages are used for transmission, but such lines are fewer in number. Even the very highest transmission voltages now in use in the United States wit] not arc or jump several feet through air, as has been claimed. Perhaps some of the confusion has arisen from the fact that once a contact is made, an are will be caused to stretch out when ihe contacting object is drawn away from the power line, and there may be a spectacu lar display of "fireworks'* before the arc thus induced is actually brokm. This can not happen until direct contact is made or the boom has been brought so close to the line that it is within the arcing distances shown in Standard No. 4, which as 1 have indicated, for the normal power line dis tribution voltages is less than ooe inch. A short television safety cartoon was pre pared by the Pacific Gas and Electric Com pany of California as a public service. This cartoon warns of the need to "LOOK UP" and keep away from power tines. . FILMS AND PAMPHLETS Two pamphlets have been prepared for distribution. The first is entitled, Look Up-- Power Lines Are Overhead, which was pub lished by our company. The second is en titled, Keep Away from Power Lines (Bul letin 140, April 1955) published by the Division of Industrial Safety, State of California. " The construction industry and it* workers have an obligation to reduce these accidents. Knowledge and information to bring this about are available. We solicit your action to bring this message to the attention oi every* person engaged in construction activi ties, Our message t* simply this: Whoever you are--wherever you work--If you have any equipment that reaches into the air-- REMEMBER: Power line* are overhead-- look up.^t. B y REMARKS OF GENERAL CHAIRMAN by WILLIAM G. HAWKINS director of Insurance end safety, Winston Bros, co., Minneapolis, Minn, It is with sincere humility and consider able pride that 1 accept the privilege and honor to serve as your general chairman tins coming year. In accepting this gavel irom our out going general chairman, Robert L. Jenkins. 1 want to say that Bob has established, dur ing his iwo years administration, a pattern of accomplishment that is going to be dif ficult to equal. W may be. indeed, thankful tliat he has agreed to continue to serve as an active member of our executive commit- We may be justly proud of our executive committee, of its heritage and accomplish ments since its founding in 1919, where to day it has earned a reputation of being one nt the most outstanding in the National Safetv Council. But neither remmescence nor laurels-resting have ever been a part of our makeup. We must be concerned only with the tasks that lay ahead. When we consider that we are the na tional safety committee (or the biggest In dustry in this country today, the importance oi our responsibilities become apparent. To be truly representative of the vast construc tion industry, we must furnish the leader ship, coordination, and services that will provide the safety movement with a united front lor all divisions and segments of the industry- Today, through direct and asso ciation memberships we are offering acci dent prevention services to more than 25,000 construction firms, employing several mil lions of construction workers throughout the United States, Canada and every corner of the globe. The ""cess of our leadership is largely dependent upon the effectiveness of our services and our ability to obtain participa tion from the contractors as active coop erators--ail doing their share as individuals. In planning and developing our commit tee activities, careful thought will be given to two goals, namely: 1, Developing effective materials and pro grams that will assist in setting up and carrying out a safety program, particularly at the job level, (or our present participants and cooperators. 2, Developing activities that will "sell" our service, thereby, not only assuring broader and more effective use of our materials by our present participants, but also to reach out to the thousands of contractor associations and indi viduals who neither have a safety pro gram today, nor are participating in our united national effort. it is fully realized that it is going to lake a heap of teamwork on the part of each member of our executive committee, but I have every confidence in each commit tee chairman and every individual member --truly representative of the construction industry and the hest in the business of accident prevention. Our Construction Section executive com mittee is now comprised of five divisions to cover Heavy, Highway, Building, Home Building and Specialty Construction safety problems. We have doubled the size of our committee, and are accepting the challenge of leadership with (he ambitous determina tion to win. Every member of our committee has com plete faith and confidence in our fellow Constructors of America, for once a con tractor is convinced of the importance of any task needed to be done, no matter how impossible it may seem, he wilt find a way. So it is with acadent preventions^. 20 21 PUBLIC EMPLOYEE SECTION DRIVER TRAINING AND/OR REFRESHER COURSES ' IA PomI DIkhiIh) DRIVER TRAINING by FORREST S. ADAMS s*My coordinator, county of Son Diego, Son Diego, Colrf. la the spring of 1W9 Arthur 8. Groo*. training officer and secretary of the Central Safety Control cocunj nee, "viewed wnb alarm" tb* increasing number of vehide accidents involving county vehicles driven by county employees. Plans were made and in September, 1950, the County Board of Supervisors approved driver training for employees driving countyvehicles, to be put into operation October !. 1950. Sergeant J. T. Biddle of the San Diego Police Department was appointed as instructor and the San Diego Police Traffic Education Department cooperated by sup plying materials, films, charts and testing equipment The San Diego City Schools Sys tem assumed the cost of the instructor's salary. The program was to consist of six hours of instruction In rules of the road, the ve hicle code, defensive driving techniques, courtesy, vehicle maintenance and psycho physical tests. The six hours of the program were di vided into sections to suit the needs of the various deportment* participating; Lc^ three, two-hour periods, two, three-hour periods and/or one six hour period. The content of the course was based upon the ideas of Professor Amos NTeyhart of Pennsylvania State College, a program de veloped by the County of Los Angeles, and other material appropriate to the local situa tion. Sergeant Biddle had gained national recognition for his work in driver education and is currently head of driver training for the United States Post Office Department During the year following the inception of the program 1,121 out of 2,800 employees completed the coarse ud were awarded Safe Driver Certificates. An almost immediate decrease was noted in county vehicle accidents. A six months survey indicated a 52 per cent reduction in accidents and a 65 per cent reduction is costs of accidents. These reductions occurred in spite of an increase of nine percent in the number of cars in operation and a six per cent increase in mileage driven. The course was continued on a periodical basis up to the time of the appointment of a County Safety Coordinator in 1954. Since that time the course ha* bees conducted oa a monthly basis with new employees par ticipating. A continued decrease in vehicle accidents and their attendant costs has been noted each year since the course was started. Obviously both mileage and the number of cars in operation have almost doubled since 1950, and of course the exposure to an ever increasing number of cars on the road points up the fact that the trained county driver U better equipped to do, and is doing, an excellent job of safe driving. As compared to the numerous complaints by the community regarding the Irresponsi ble attitude of county drivers prior to 1950, and the few complaints now voiced, it is quite obvious that the Safe Driver Program has paid off very handsomely. The planned purpose of the county driver training program develops good drivers from the average run of the null driver. Attitude is stressed, together with an awareness that good public relations with the tax paying public is enhanced by the golden rate of driving; Le., courtesy, common sense and caution. Driver training does pay dividends. 22 SELLING THE DRIVER ON THE NEED FOR DRIVER TRAINING by ALFRED M. NOYES manager, safety dtv., Chief Administrative Office, county of Los Angeles, Calif. Before the individual driver can be in fluenced to accept a driver training program, top management mist be sold on the idea and give the program its toll endorsement. This will be achieved if top management is tully informed of the extent of the prob lem and the method by which it is proposed to improve driver performance. THE PROILEM A brief resume of the history of driver training programs in the county of Los Angeles will show you the problems we faced, how we faced them, and what we are doing currently to develop and maintain afe driving procedures among all em ployees of the county. The county of Los Angeles has more than 5,000 vehicles ranging from passenger cars to sheriff's interceptors, station wagons, buses, ambulances, bookmobiles, pickup trucks, fire fighting equipment, road build ing and maintenance equipment, and heavy tracks including trailer units and one spe cial 500 horse power unit. In addition to this county-owned equipment, some 4,000 employees are authorized to drive their own vehicles on county business as "permittees.'* This poses a special problem because we do not exerase control over the physical maintenance of permittee vehicles. This paper will be limited to land based motor vehicles, and will not tndode our small air force in ihe sheriff*! Aero Detail of two light planes aod three helicopters: nor the smalt navy of motor lamsehes in the Flood Control District and the Parks and Recreation Department. The terrain covered hi our nseeoc vehicle operation exceeds 4.000 pqmr* sales and in cludes travel in the Wary metropolitan areas interlaced with an expensive freeway system, level areas. foodaC*. mountains, '.alley* and dcaerta. In recent years the tool adage covered annually by wwsy-ewwj equipment has been approximately 25 million miles, and permittee vehicles have covered an addi tional 19 million miles annually, for an average total of approximately 44 million miles. Twelve of the 59 county de partments and districts total more than one million miles of driving per yar and three of these deportments--county engineer, road department and sheriff, each covers more than three million miles per year. With all of these drivers, all these ve hicles, all this terrain, and all of these miles piled up each year, we have also been piling up too many vehicles and injuring too many drivers. Both frequency and se verity of vehicle accidents were too high to be ignored and too many vehicles were out of service due to shop repairs. A number of these were major repairs and too many involved total losses. THE ATTACK On October 5, 1954, the county of Los Angeles* Board of Supervisors recognized the problem by officially establishing the County Safety committee, which, among other responsibilities, was instructed to in vestigate automotive accidents involving county equipment and personnel "to pro mote safety and develop a program of ac cident prevention and assign penalties as prescribed by the Board ot Supervisors.** as a macs of reducing serious pcrvxal in juries and costly property dwraxe. For a number of war* attempts were made to augment dmer wlevtscw with some kind of a driver imme >i'nci'*sa wfceiowtered by the Oril Serewe Oxumuriott However these effort* fated m arums any real enthuMawi assemg the drivers sad de partment bead* Ad aoe peowdr the neces sary support tor the driver moeg effort*. Several rear* ago the runre program was reviewed and advice wa* nsght from such groups as the atonmahtle riuhe, insurance companies in die commercial vehicle field. 23 1957 Motional Safety Concrete Construction Industry and Public Employment and the Greater Los Angeles Safety Coun ments. However, ooe department in which y cil, regarding an effective driver training the majority of the authorized driven have I program for county personnel The Safety taken the new driver training course showed 1 Council proved to be the most productive a 25 per cent decrease in vehicular accidents I resource due to its many contacts. during the year following the completion of I From this survey and the advice received, we developed a driver training program to be directed to all county drivers. Before it was launched, the chief administration the driver training. Aa saJysi* of their I vehicle accident reports shows a progressive I decrease in preventable accidents during the last three quarters of the 1956-1957 fiscal officer was approached for his blessing, year. without which we knew the program could In addition, several other departments not make an effective start. The idea was have informed the Safety timsioo that in adopted and the new driver training pro recent months their departmental automotive gram was inaugurated as one of the first subcommittees have not been axnrtncd be projects when the Safety division was cause there were no automotiew accidents established in the chief administrative office. for them to review. For the first time m SAFETY AMENDMENTS years, these subcommittees can now focus their attention on vehicle aeddeat preven Since the start of this new program ap proximately 4,000 county drivers have taken the special one-day training course. Offi cial support for this revised Safe Driving Program has been gained through several significant amendments to the County Ad ministrative Code, notably: Section 125.2 Supervision of Safety. . . . He( the chief administrative officer) shall take all measures which he deems necessary or effective to reduce or eliminate all indus trial and vehicular accidents and the costs tion programs rather than a review of acci dents. In this revised program, we sutrted with the following objectives: reduction of au tomotive acddoits; reduction of operating costs; reduction in maintenance costs; pro motion of good public relations; developing safe, courteous, skillful driving habits; im proving habits, skills, and attitudes; pro moting defensive driving practices. DRIVING TRAINING PROGRAM thereof. Section 1254 Investigation. The chief administrative officer shall investigate and ascertain the cost of all industrial and vehicular accidents . . . The driver training course sow operated by the County of Los .Angeles is really neither a beginner's course nor entirely a refresher course. We attribnc oar success in gaining driver acceptance for this train Section 125.4 Safety Instruction. The ing to the fact that they are meaetfiately chief administrative officer . . . shall con informed that they are not being treated as duct or provide for the conducting of beginners, but that we are starting with the courses and other instruction in . . . mo premise that they are good drivers and that tor vehicle operator education and motor we are bringing them together m order to vehicle operator training. give them an opportunity to review their Section 125.5 Motor Vehicle Operator knowledge and skills and their attitudes, f Education. The aims and purposes . . . and compare their problems with those of shall include . . . knowledge of the Vehicle drivers in other departments. Code . . . and a true appreciation of the Realistically we let them know that we causes, seriousness, and consequences of hope to strengthen their defensive driving traffic accidents. habits by reviewing accidents a which other Section 125.6 Motor Vehicle Operator county drivers have been involved. We use Training. The aims and purposes . . . 'in clude the development of the knowledge, attitudes, habits and skills necessary for the safe operation of motor vehicles. psychology liberally in our driver training program, and we find that by --wpfcaqvlng good driving habits and good driver per formance we invariably have a more re As with any new effort, the effects of this sponsive class. training were not felt immediately, nor were We purposely do not point the finger of they evident throughout all county depart guilt at any of the driver* attending the class for we feel that there is nothing to be gained in letting the entire group bow that some of those attending the class have beat directed by their supervisor to par ticipate because of recent accidents in which they were involved. s(ration they were convinced that they were better drivers than the test revealed. We are in the process of extending the demonstration to include driving skills such as parking, backing and maneuvering through offset roadways. In advance of the day's session, driven who will attend are issued a brief rfsumi of the principal items we plan to cover, a timetable of the program, and a definite invitation to present their problems to the class and be prepared to join in the dlsciusioa for the general good of all drivers who will attend. CLASSROOM CONFERENCE in this one-day, S-hour, driver training course, the morning session is taken up en tirely in the classroom by the session which is conducted entirely as a conference Each driver is made a port of the conference and brought into the discussion by posing the obvious question; What do you think Is responsible for most accidents on the road? Through skillful previous planning we manage to bring out in these conferences through discussion of the answer* to the basic question, important parts of the Ve hicle Code, local ordinances, driver kflft. public relations, physical law* affecting ve hicle operation and county policy regarding vehicles. In addition, we develop the im portance of maintenance and care of motor vehicles and the tuctm procedure m report ing accidents. We wind op with a demon- stration of driving sltiQs with emphasis on reaction time and stepping ffistaace. OASSES ARE MIXED to general, each day's class is a mixed class, not limited to operators of county- owned vehicles, so that we may have truck driven; social workers who drive as per mittees and life guards, and among this group there may be driver* with a 10 or 20 year no-accident record and others who have been involved in accidents within recent week*. We make liberal use of visual aids, but we try not to go overboard. In addition, we start the session in the morning with a multiple choice quiz which covers most of the driving skills and signifi cant sections of the Vehicle Code which we feel are important to most county drivers. These quizzes are for informational use only; each driver correct* his own paper and the real purpose is to let him know where his weaknesses lie so that he can cor rect then. These classes have been conducted in a tpedai classroom m the headquarters of the Safety division. However, in certain cases, we take the dass to the facility, notably the Road Department, Fire and Sheriff. In the latter two cases; we conduct a special one-day course for recruits. In the recruit training we emphasise the legal limitations oi operating emergency vehicles on emer gency rtsis and we put all recruits through a skill coarse. A special quiz on emergency driving operations is cased in recruit training. About neo-thirds of the day's session is In all of our classes we distribute resource conducted to the dassrooe and the last item discussed is dm basis for the demonstrations which will be conducted in the field. The das* then adjourns to the paved Flood Con trol channel (which is dry most of the year) material such as ? California Vehicle Code Summary, Chauffeur's Supplement, and Summary of the Financial Responsibility Law. CAN IE REFRESHER where each driver is given a forceful dem onstration of bis own limitations in maneu vering and stopping a vehicle. We conduct several reaction and stopping distance tests at normal speeds of 20-30 n.pJt. At the wind-np we provide one dramatic demonstration of panic stops which might occur on the freeway at 50-60 nkpJt. These While the course generally is not operated as a refresher course, we do make it avail able for re-training purposes when the Main Automotive Safety committee, or one of the departmental subcommittees, recom mends further training for drivers who lave had a number of accident* within a rela tively short period. This training is often demonstrations invariably have impressed supplemented with a test drive in traffic by 'even the most aampcetitionaMe driver*. Most a qualified driver coach, usually an automo of them rember thee prior to the demoo tive safety oigineer of the safety division. 24 25 1957 National Safety Congress From the critiques and evaluations follow ing these classes, in which the driver is not required to identify himself, we have picked up a number of good suggestions for im proving the course. We have been encour aged by such comments as the one expressed by a county engineer who stated he had been exposed to all lands of driver education and training courses in the past 23 years, both in civilian and military life, but he had never received as much tangible benefit as in the driver training program we are now con ducting in the county of Los Angeles. We plan to link the driver training pro gram with control of driving practices through a County driver licensing program. Ail newly hired employees, whose work would involve any driving, would be re quired to attend the driver training class and to demonstrate the necessary skills on the type of equipment to be handled by them, before receiving this county driver's license A USE OF VISUAL TESTS IN DRIVER TRAINING by 1AYNARD A- SWITZER chief safety engineer, Calif, div. of highways, Sacramento, Calif. In the Division of Highways we do not In order to emphasize the importance of have an organized driver training program. reaction time in driving, the examiner In our state an examination is required for anyone to obtain a driver's license and no one is permitted to drive a motor ve hicle unless he has such a license. The only requirement that the Division of Highways measures out the distance that a car travels at 20, 25 and 30 mph and indicates to each employee the distance the car would travel in his reaction time at those particular speeds. has regarding qualifications for driving is The employee is given a card on which that the employee possess a valid driver's his reaction time is marked. This card also license. gives the stopping distances at various We have little trouble with our employees speeds divided into reaction plus braking not having adequate knowledge regarding distances. the mechanical operations of driving a motor vehicle. Our problems have been largely in the field of attitudes and our pro gram is geared toward the development of defensive driving techniques. DEFECTIVE VISION CASES The eye test has several objectives. We know, for example, that our drivers with only one eye usually have better accident records than those with supposedly better REACTION TIME TESTED vision. The employee with the one eye In an effort toward an indirect approach knows of his limitations and compensates in driver training and attitudes, and also for his disability. Therefore, we believe other accident prevention, the division in that employees who are familiar with visual 1951 purchased two Keystone visioa screen- ' ing machines. Ope of these machines is limitations will compensate for have a better accident record. them and used by a traveling assistant safety engineer We have found in our testing of em in checking the vision of employees in ployees' vision that approximately 17 per .Vorthem California and another one does cent could have their visioa unpaired and do the same in Southern California. Employ not know that they need glasses. ees have their eyes checked on a volunteer basis and are advised to consult their own doctors when tests indicate poor visual per formance. When we started our program, we found that approximately 4fl per cent of our em ployees with or without glasses had defec tive vision. We found 7 per cent did not When an employee has his eyes cheeked. have satisfactory depth perception and 1 he also receives a test for reaction time. per cent was partly or wboOy color blind. 2b Cowrtrwetion Industry and Public Employment The employees axe anxious to have the vision test and retain the cards which are given them. We have focmd few employees who are really coosdous of the distance that a car travels in reaction time and we emphasize this part of the test. In some cases, we use the flash gun method of measuring distance traveled and in other eases we use an elec trical device which is attached to the exam iner's car. We make bo lirastaboos on the employers who take the visioa test. They may be op erating or staff personnel. We have found that district staff members are just as anxious for the test a highway equipment operators and we hare nxs into some rather odd situations. entire Vile has been changed by proper glasses and she has an entirely different out look on life than she had before. fn connection with the eye program, we have arranged with the Optometric Asso ciation and with the Registered Dispensing Opticians of ottr state for employees, who are properly identified, to obtain commer cial discounts and standardized costs for prescriptoc grotmd safety glasses. This program in which the eye specialist* have cooperated has worked satisfactorily. It does not, however, ta any way approach the programs which are put on by larger companies ha private industry such as the Telephone company which not oaly give vision tests bat also pay for the cost of the first pair of safety glasses. Recently, tests were being conducted at the district headquarters is one northern district and a young lady took the vision test. It was found that her vision was quite defective Upon the advise of the examiner, she visited her doctor, and some months later when the examiner was again to that area, she searched him out to ***** him for his previous test. She explained that op until that time she had always thought moving pictures were foggy sad w*foiiin.t and that it was natural to be taxable to read sign boards or messages as a diwanre. Her This particular program is well accepted by employees who are appreciative of the fact that they are obtaining a special serv ice for their pervocal benefits. We have found it necessary for our examiners to be careful in their discussion* with the employ ees oo their approach of the eye test. Our examiners are aoc in any way eye specialists and it is carefully explained to the em ployees that we are giving them informack determined by a merhamral analysis of the eye and if the machine indicates defec tive visioa they should consult an eye spe- 27 REMARKS OF WARREN D. WILT safety engineer, city of Detroit, Detroit, Mich. Dctrcul requires pre-employment physical examination. The city plans to hold train ing to teach men their equipment--both intide end out--and how to operate same, it is the responsibility of the supervisor to screen his employees insofar as possible-- with a probationary period before full em ployment--to ascertain whether many are <afc and capable. HOW TO TREAT THE PROBLEM We plan to conduct an eight hour training course for ail city drivers and construction mm. It is important not to depend on rules and regulations -- we train a man so he knows only the right way--use positive ap proach. Men should be taught maintenance of equipment and vehicles, with the safety en gineer to help out in case of trouble--la Ailing out reports or in determining the cause of accident. We use films--don't want to scare em ployees but show them damage and results of accidents. The program ndeJo a writ ten test to see that each class learned what the instructor was teaching. This tests the instructor's ability as well as student's knowledge. We also hare tests--like a sort of obstacle course--putting into action what the student has learned. A new driver should drive with an old driver as passenger checking errors and correcting same--taking up errors with new man--roadeo style test. The results: maintenance costs have been reduced which proves need for schools for employees to improve Safety. Statistics don't show results we want--talk about pre ventable accidents is not enough--what will we do ? Seeing habits are important. Driver* should train their eyes for expert driving-- mechanical failure is not a factor--control is not a factor--people are not seeing what they look at Fixed focus is not good. We insist on eye examinations. We do not want drivers to be experts--'they should be pro fessionals^^ 2* Mi TRAINING AND PLACEMENT (A Panel Discession) REMARKS OP GEORGE R KUHNS, Discussion Loader safety supervisor, Illinois div. of highways, Springfield, IH. r have revised the topic slightly and call it "Employee Selection. Placement, and Training." Any training and placement pro gram should include a sound method of em ployee selection, since the luring of workers without regard to mental, physical and health limitations would put too great a restriction on the job of placement and training. The Illinois division of highways, like many agencies, is faced with the selection, placement and training of appointees, mem bers of various mats, civil service personnel, and exempt persons, sack as engineers and other professional people. Because of its diverse activities, the divi sion has representatives of tmmerous trades and professions in its employment; there fore, it would be virtually impossible to discuss the selection, placement and training of employees in all job classifications. Since the highway section man represents one of the job classifications with * large number of employees, and his exposure to hazards appears to be great. 1 feel that he and his equivalent in your organization should be considered the front line mss of ''offense'* m the war against accidents, l will try to limit my comments to his HIGHWAY MAN'S DUTIES The highway section man, under super vision, directs a regularly assigned helper and me or more laborers, as the work volume may demand, in the ordinary main tenance and upkeep of as assigned section of the State highway system. This work may include a variety of highway surface types and drainage structures. The following are examples of the work performed by a highway section man: 1. Inspects highways for hazardous con ditions, sudi as ice. snow, dirt, fallen trees, water, or other obstructions on pavement, il removes the same. 2, Repairs and replace* broken pave ment ; repairs shoulders; mows weeds; keeps (fitches open; main tains drainage structures; and polices right-of-way, A Operates truck, grader, mowing ma chine, snow plow, concrete mixer, and keeps the equipment in good re pair and working condition, 4. Paints and repairs guard fences; re pairs and replaces route marking and traffic signs; erects and removes snow fences. 5. Performs semi-skilled work as prin cipal worker in maintaining highway in good condition. 6. Makes reports on- work accomplished and distribution of time. 7. Performs other duties as required or assigned. The department of personnel has set up certain desirable requirements of applicants, for the positioa of highway sectioa man, eves though he is subject to appointment. Education--Requires knowledge, skill and mental deveiopmoit equivalent to completion of eight years elementary school. Experience--Requires two years experi ence ip highway maintenance or con struction work, such as might be ac quired as a highway section helper, including some equipment operation; working knowledge of highway con struction and maintenance materials and operations. Significant Responsibilities -- Requires ability to make ample specified reports; skill in the operation and repair of highway maintenance equipment; me chanical aptitude. Significant Menial Requirements -- Re quire* ability to indentand and to carry 29 1957 Notional Safety Congress out effectively written or oral instruc tion ; ability to observe hazardous or improper road conditions and to take appropriate action. In addition to the above requirements the applicant must have a physical examination bv a licensed physician. The applicant is responsible for the examination fee and may have a physician of his choice make the examination. PHYSICAL CONDITION CONSIDERED When a district maintenance engineer has an opening for a highway section man the personnel office will send an applicant for interview. The district maintenance engi neer is furnished a copy of the completed physical examination form and a completed employment application form. The district maintenance engineer may accept the appli cant and assign him to a maintenance sec tion, or he may recommend against employ ment because of past performance, tack of experience, or because of a mental, physical or health limitation. If there should be some question as to the physical fitness of an applicant or an employee, the division may request that he submit to an examination by a physician selected and paid by the division. NN'hen an applicant is accepted for em ployment, he is given a detailed course of indoctrination by the district maintenance engineer. In addition to an explanation of the policies and procedures of the division, the district maintenance engineer informs the new employee of his responsibilities and duties as a highway section man in regard to his work and employee safety. The new employee is given a copy of the division's "Safety Code" at the time of his indoctrina tion, SUPERVISION RESPONSIBILITY The work of the, highway section man is supervised by a maintenance supervisor, who is accountable to a maintenance field engi neer. The supervisor, or field engineer will visit each maintenance section at least once each week and hold group meetings with their men once a month at the supervisor's or the field engineer's headquarters. The district maintenance engineer will hold oc casional meetings at field headquarters with ail employees in that area. The maintenance meetings are held shortly before the highway section man will be involved in some seasonal work, such as inovr removal and ice control operations, vegetation control, crack pouring, or other maior maintenance operations. Although the district maintenance engineer and his field engineers make job safety an integral part of their work instructions, separate safety talks have been included in the field meet ings. When a new piece of equipment is pur chased by the divirion and assigned to a district, the district maintenance engineer will have a representative of the equipment supplier meet with the field esgxueers and supervisors to instruct them m the operation of the new equipment. The supervisors and field engineers will then instruct their high way section men. I do not wish to appear as coe offering excuses or apologies for our relatively poor rates; on the contrary, I would like to make a few observations which I fed weald aid in reducing the number and severity o/ work injuries and accidents generally. MERIT SYSTEM PROMOTES TRAINING I am confident that our respective main tenance organizations would have more sortable and younger applicants from which to choose for the various maintenance jobs, if the employees could be assured of enmimou* service based on merit. Also, if we coaid expect to have maintenance men in service for 15 to 20 years or more instead of only four to eight years, a greater expenditure of time and money in the training of those men could be justified. At the present time several highway de portments have maintenance men in tbeir TlYs and can expect to have many more within the next three years. The duties oi maintenance men within highway depart ments require that they do arduous physical labor and, at times, operate snow removal equipment for tong periods of time There are few men in this age bracket who are in such good physical ensafokw that they can long survive this type of woetc. If a maximum age of 55 were set for ap plicants, this would give assurance that sel dom would men over 63 be called upon to operate snow removal equipment or cagagg in other strenuous activities. 50 Construction Industry and Public Employment If the number of men supervised by each field engineer were reduced, the field engi neer could exercise closer supervision over lus men and thereby learn more about their work habits as well as the work they do. There are many more suggested changes that could be made which would no doubt assist in improving oar accident record if put into effect; however, no ideas we now have or that we may pick up here at the Congress will be of value if they are not properly evaluated, adjusted to our own organization and then put into operation. It is hoped that some of the ideas pro jected by this panel today will find their way into your safety programs and thus become a vital force in reducing the num ber of injuries suffered by public employees across the nation.^ REMARKS OF LORKN J. ELDER supervisor safety div., Pennsylvania State University, University PaHt, Pa. You should have no drivers past 50 years of age. When that age is reached--give than Ughter duties--don't release them but make use of their years of experience and know-how. Causes of accidents frequently be traced back to home life. Therefore, check odot records back for five years--show then to employees--this makes than think. Keep check on records from that time on. If employee seems to work carefully but continues to have accidents, remove him from that job and give him another job he <*an da Try to investigate every accident in some form of report so they realize there is a particular hazard. Even in an accident that is "slight"--when you go out to investigate it--the things you find! Accidents are caused by manufacturing faults--unminded conditions--carelessness. If manufacturers don't install safety de rices on their products--don't use them. The safety division of Pennsylvania State University tests various machines. When the manufacturer refuses to put safety de vices on their machines, saying it would run the cost up beyond competitive prices, the safety division either refuses to accept then for testing--or requires their immediate re moval--if they have been irnttNrrf tfc n REMARKS OF JOHN J. HOBAN* safety coordinator, City of Seattle, Wash. Seattle is no different than your city as far as the new employe* U concerned for be coma to yon after be has demonstrated his ability and competence by passing a civil service examination. The next step is to teach him the job yen expect him to do. For this training yon place him under the supervision of your foreman or supervisory person. The key to the successful training and placement of the new employee, is therefore the capable supervisor or fore man. A supervisor may be a capable person in knowing his work, yet not be able to teach what he knows. You have seen super visors who are unable to get their message over to the new man. And the new em ployee is, to say the least, bewildered and confused. The supervisor sometimes as sumes the new employee knows all the answers. In the discussion of job training and placement it is fatal to assume anything about the new employee. With the new employee you must spoon feed him until he knows the job and we know that he knows the job and what is expected of him as a safe competent work man. He is thus thoroughly indoctrinated iik all operating procedures but more bas ically in the integration of accident preven tion and all aspects of our city safety pro gram. This is what we are trying to do in Seattle with our new employee*. moral placement We know that the proper placement of the new employee is equally as important as recruiting that employee. Assigning the new man to a position where he can work ae his highest level of efficiency in city service, is a basic consideration of Seattle's place ment program. The dtber factors considered in Seattle's program of Placement and Training are: a. Minimal physical standards for the many hundred job classifications. b. job survey-s. A technique applicable to the placement of all employees, male or female, young or old, able bodied or handicapped. c. Job analysts for physical fitness re quirements so you will know: 32 1. The job is completely and ac curately identified. 2. The tasks of the job are com pletely and accurately described 3. All physiol and environmental demands the job makes on the employee for successful per formance, must be shown. An excellent publication on this subject Analysis for Physical Fitness Requirements. U. S. Civil Service Handbook. No. JX-605 U, S. Printing Office 20c In Seattle we do not have a formal train ing program for the new employee He is indoctrinated by the supervisor and fore man, after his initial interview with the personnel officer, who outlines the overall operations and functions of the department. He is given a handbook of Civil Service rules and department rule book, entitled Your fob with Seattle City Light. His instruction is sometimes given by a fellow employee who "breaks in'* the new employee to his job. At the monthly safety meetings, through the bulletins issued by the department, tail gate meetings or depart mental conferences, his training is continued and advanced. Award presentations, cither for safety ef fort or service attained, all tend to stim ulate the employee's interest in his job. The employee publication carries the story ot how and why the employee on do a bet ter job for the department. These media stimulate and arouse his continued interest. He may serve as a safety committeeman, and thus become acquainted with the haxards of the job in the department. Many a mediocre attitude toward on-the-job safety has become an aroused and inspired attitude, dedicated to acadent prevention, when ex posed to a safety committee membership. To summarize, therefore, what the Seattle city departments are doing m job training and placement, I might conclude: 1. The employee is introduced to the job John Hoban was usable to present this manuscript at the Congress because an ill ness prevented his coming to Chicago. Construction Industry and Public Employment by the prronnci officer and safety of ficial. 2. The individual instruction of the em ployee by the foreman or supervisor or His assistant. $ Supplementary aids are given by con ferences. bulletins, posters, movies. employee meetings and publications, in centives and all types of morale build ing activities. There is a great deal more we can and must do in Seattle and every city to meet (he challenge of industry in recruiting and making more attractive municipal employ ment in the years ahead A REMARKS OF J. F. DE VIVIER personnel dir., Colorado dept, of highways, Denver, Colo. Does training come before placement-- of vice versa? It comes both places. In job recruitment and placement, keep politics out. Select the best qualified personnel--m lot of training can be done for you by selecting trained employees for the position open. Rules are for when brains run out--un less an individual has brains to apply rules --rules will not solve accident problems. There will still be a lack of necessary (rained personnel after screening. Then you must provide a training program under supervision--to watch and coach. One-thc-job training: train employees be yond their present duties to higher level jobs. Supervision must come from man agement to train beyond routine to higher level. When an employee reaches an older age-- don't start him down the hill--take advan tage of his knowledge and pass it to younger men. Supervision should be responsible for training in an organized manner--super visors should be trained in training. Safety should be put on an over-aJI train ing program. Us* a variety of equipment for training.^k 33 PARKS MAINTENANCE SAFETY--TREE TRIMMING BRUSH HANDLING AND RELATED SUBJECTS ' (A PamI Discussion) IMMUNIZATION EXPERIMENT--1956 RESULTS by J. f. HUZVAR Pennsylvania State highway dept^ Harrisburg. Pa. During the spring and summer of 1956 an effort was made by the Bureau of safety to determine the efficacy of homeopathic medicine in desensitizing Highway depart ment workers to poison ivy. Preference in treatment was given to chose employees who had reported ivy poi soning in 1955. ETghty-two of these vol unteered to take a product named Imun-Ivy. Two one cc doses were taken orally by each person at a 24-hour interval. Of the 82, 72 reported that they did not get ivy poison during the 1956 season. At the same time, with the surplus ImunIvy, an additional 138 men (who were known to be susceptible to ivy poisoning) were given similar doses. Of these, 138 were apparently rendered immune. The ratio remained the same and showed an effective ness of S3 per cent in each ease. The work habits of these men remained essentially the same during the years J955 and 1956. In District #5 where Oral-Ivy was used instead of Imun-Ivy, even more startling results were obtained, but unfortunately the sample was not large. In this case, the medicine was given to 29 men. of whom only one reported ivy poison, showing an effectiveness of 96 per cent. As a result of this campaign we cut down our lest time from poison ivy from 31 cases to 12 and the actual lost time from 178 day's to 88. RESULTS--1955 EXPERIMENT District 1 3 4 9 10 II 12 Took .Vo lman-Ivy Poison Ivy Poison Ivy 53 99 12 12 13 7 II 10 2 0 0 6 1 16 15 16 16 l 0 TOTALS 82 72 10 28 PER CENT EFFECTIVE DISTRICTS 2--6 tc I--no immunisation--just treatment Dist. 2 Din. 6 Dist. 8 46 worked 51 worked 67 worked 13 had poison rash of some sort 17 had poison rash of some sort 21 had poison rash of some sort TOTALS 34 164 51 51 cases in 3 districts 4 lost time 4 lost rime 9 lost tune 17 Construction Industry and Public Employment The cost per man was approximately $1.00. The immunization period was ap proximately nine months. It was recom mended that in those sections of country where poison vines grow year around--im munization product be administered about every six months. This taken on strictly voluntary basis--but when others saw effec tiveness-- ail requested same. Showers are provided m each shed and men are required to take a shower at end of each day. Some disregard the requirement with consequent cues of poison ivy. Bland soap is used. Finn rule that no poisoovines be burned if it can be avoided. If you must bum the vine, stay out of the smoke because poison oils from vines are carried by the smoke and will affect persons soaceptibtc to it. THOSE EMPLOYEES WITH KNOWN ALLERGIES 1956 Took No District Imun-Ivy Poison Ivy Poison Ivy ! 44 38 3 40 38 4 40 36 6 31 7 8 18 14 9 16 9 10 39 37 6 2 4 4 4 7 2 U 16 15 12 16 16 1 0 TOTALS 240 210 30 M PER CENT EFFECTIVE NO IMMUNIZATION District 2--46 worked--15 had poison rash --5 lost time.-dti REMARKS OF JOSEPH F. WICKLESS supervisor of safety, city of Baltimore, Baltimore, Md. This phase of parks maintenance is per formed by the forestry division of the Baltimore bureau of paries. The personnel consists of chauffeurs, climbers, foremen and laborers. High tree trimming is done by experi enced climbers only. These mm are selected on their experience and then given addi tional training by foremen. They must be physically fit. The climbers handle their own individual one-half inch tuaniUa rope safety line which most be inspected cadi time it Is coiled and before re-use. Climbers use belts with an extra scat strap with a rope safety tie line. They also use rope lines and sliding knots, and are always tied to the tree with a safety Hoe. Limbs are lowered with one cacti fiats except m isolated Removal of logs, stnmps. etc. is done with a wench and cable. Others are started up the tree with a ladder since seed efimbers are only used on aapbalty large trees and those to be idktL Crowd men are always available and are trained for working beneath overhead work. Brush in most cases is fed into the chip per. All brush is pruned before being fed into the chipper to avoid binding and pos sible kick back. The operator must wear goggles when feeding chipper. The chip tf is equipped with a power cut off within easy reach of the operator. When brush is hauled on trucks it is passed from one man to another who wear gloves and then to the top man on the truck who loads systematically. Brush is hauled to a dump area and burned. Goggles are worn when pulling brush. All overhang of brush oa sides of trucks is pruned before hauling. Flags are attached to overhang in rear. Hauling to dump requires two men: the chauffeur and a back-up man. Logs are always cut up into lengths con venient to handle and togs large in diameter are loaded mechanically. All tools and equipment are subject to frequent inspection. Adzes are not used. All cutting tools are kept sharp and can be exchanged anytime tf any defect is noticed. Ladders are inspected frequently and be fore each mt Time Is allowed for tool 35 19ST National Safety Congress sharpening. All cutting toots are carried in sheathes or guards by dusbers. Work locations are set up with proper arrangement of wanting signs (men work ing in trees), flags, cooes and barricades where needed as related to traffic. A hi-ranger has* bees purchased and is in constant service. All exposed metal equipment and tools are insulated against JCJXX) volts of electricity. Three men usu ally operate the ranger, a foreman, tree climber and ground man. PARK MAINTENANCE Inspect Mowers--motor--when to shut ofl Keep feet away ' Look out for foreign objects Be alert to fellow mower Be careful when filling gas tank Be careful of traffic when in center plot Steep Slopes Operator wears dents Mower held in place by rope The ranger can be controlled from the Inskct by the climber or from the ground and is equipped with a reserve hydraulic equipment for emergency use. It is never operated with less than two men. A chipper is attached to the rear of the ranger into which brush is fed and chips loaded into a provided bin on the ranger chassis. The chipper blades are inset to a distance impossible to reach under ordinary conditions. For night emergency work, fusee flares are used along with barricades and warning signs with flashers. Flood lights and spot lights of 1,000 watt are used for illumina tion. The rear of trucks is well lighted and painted yellow with black stripes. Attached to another person on slope Prevents sliding Care of Hand Tools Place rake in safe position whatnot in use Care In tool house Use care in parking vehide near center plot. Use cones for barricade SAFETY IN TREE TRIMMING a Safety belts--Rope or life line b. Make and care of equipment c. Ladders Safety factors 1. Coostructioct 2. Shoes Spraying operations are performed after posting of area and respirators are used. Reporting all accidents is demanded and victims interviewed to determine Unusual cases are interviewed by the super intendent to determine safety infractions and action. 3. Extension type A Use of ladders 5 Examine tree--determine ladder needed 6. Where to place ladder 7. Clothing The forestry division, bureau of paries, city of Baltimore is administered by the city forester, the superintendent, Charles A. Young. This division is responsible for the care of more than 250,000 street side trees and those on more than 5,000 acres of parks. Tools for tree trimming Saws--Primers--Kaxim-cs a. toots sharp and as good cooditicn b. care of tools--location for keeping c. Clean--strong BRUSH--HANDLING Lifting d. Wood handles POWER LINES--KEEP AWAY Secure footing CHAIN* SAW Wear eye protection Look out for overhead work CHIPPER Tree Trmummg Removing trees grubbing operation 1, Safety Belts and lines Care in position while using axe 2. Ladders--shoes oa them Sot too close to fellow worker 3, Clothing--high shoes- gloves (teethes) Don't lay tools around carelessly 4. Tools--saw, primer, knife, pole saw ' 36 Conjimclton Industry and Public Employment 5. Power line--Hi voltage $. Power saw--chipper, band saw, all saws Don't lean against or grab dead limb or tree Park Core t. Power motor 2. Keep toes and feet away 3. AJprt to traffic if on parkway 4. Never park vehicle without barricading or warning 5. Use cleat shoes on incline 6. If scythe is used--keep far away--be ware of hard objects. REMARKS OF JOHN H. WILLIAMS director of safety, Oiicaso Park District, Chicago CONSTRUCTION SUBJECTION SAFETY Digging: TREES Dig trees so that balls are only slightly tapered on sides and flat on bottom, so they will not tip over easily when setting around work area. Be sure ball is deep enough, according to size of top, so that tree will lay oa its side and not auto matically fly op. Block ball if deemed necesary. Avoid injury from thorns. Be alert at all times when working with thorny trees. Machine operator and o'hers in near vi cinity should be constantly on the alert when tree digger is in use to avoid being hit by branches as tree tips. Wear goggles when breaking frozen ground. Hold frost wedges with holder not hands. Grind off mushroomed heads on wedges or send to blacksmith shop for repair to avoid breaking off pieces that might fly through air. Be sure sledge head is not loose on handle. Moving and hauling: Check chains and ropes for safe condition and attach so they won't slip. Watch bands when hooking onto chain with wiach cable. One man only in charge give signals to winch operator, except in emergency anyone call yell, STOP. Always keep dear when handling heavy material, chain or rope may break or slip. One man handle others stand clear. Tic branches in whenever handling, load ing, unloading and hauling. Oa trucks, block tree balls well and also tie in place. Use red flags oo extended ends. Unloading heavy trees, roll down skid while snubbing, even medium weight. Use mechanical devices, hydraulic tail gates, etc. whenever possible. Control top also at all times. Don't haul men and trees together, except when absolutely necessary. Watch going under viaducts. Tree holes: Determine whether or not there are any underground utilities in area before start ing to dig. Use special care around under ground electric cables. Notify electrical department of your activities. Be certain of ability of soil to not cave if digging hole near standing balled tree. Can dig closer, in heavy day or frozen soil, than in sandy or loose soil. Prop ball with strong timbers to protect men working in holes under or near standing tree. Planting: Use mechanical equipment if possible. Grip ropes properly. Never "take a wrap" around hands. Keep ropes clear of feet. Keep clear of whipping branches. Trimming: Wear soft soled shoes to avoid slipping. Shoes should have firm arches to avoid discomfort or injury from prolonged standing on ladder rungs or branches. Wear goggles when any possible eye haz ard exists. Wear safety belts or use safety ropes always when in trees. Tie self in when working high in "flat-headed** trees. Be sure of safe condition of dimhing rope and that it is looped over a stroeg crotch 37 1957 National Safety Congress and around trunk to catch on next limb down if limb breaks. Examine rope care fully and frequently. Should be treated rope. Can tell bad rope because it swells oversize and softens up. Use taut-line (skinner's knot) and double bowline for swine line in tree. Use barricades or flagman to keep people out from under trees white they are being trimmed. Alt tools used in tree should always be safely secured. Ground man should serv ice trimmer with tools but stand clear for safety. When using power saw *m tree, both man and saw should be roped in, separ ately, and in such a way that if either should fall, they would swing apart not together. Ladders, either of wood or of aluminum with non-slip rounds: Base 1/4 of length out from bottom of tree. Should have safety shoes on legs of ladder. Be sure top is anchored in well to not move when climbed. Remove ladder after trimmer has gone above it to avoid damage to ladder from falling branches. Never trim heavy limbs or top a tree while on a ladder, falling limbs can break ladder, or knock trimmer off. Watch for bare wires in trees. Insulate wires or call utility for co-operation in clearing branches from wire. Keep out of trees with wires through them in damp weather. Don't trim at all in any weather that endangers the men except in extreme emergency: too cold to have good gnp on trees or tools, extreme heat can cause fainting, dangerously high winds, enough precipitation to interfere with work. Removal: Properly diagnose exact condition of tree before climbing. Do all necessary guying to protect men and property. With forked tree, divided near base, treat as separate trees for fear of each part falling separ ately. 33 Lower heavy branches or sections of trunk with ropes in proper size sections. Cut into sections small enough to be loaded easily by no more than two men. Men should always be wearing gloves. Use mechanical loader when available. Shrubs: Wear gloves, goggles and safety shoes when indicated. Wear suitable clothing including head covering. For frost bite in winter, for allergies and poisoning in summer and traumatic injuries anytime. Keep fingers out of shear blades when trimming. In fine work don't hold with fingers of one hand while operating shears with other. Let trimmings fall free. Use proper manpower in handling heavy material or use mechanical equipment if available or necessary. Soil: ' Alwavs use right tool for job in handling soil. Wear goggles if soil is dry and there is wind. Loading trucks, work on windward side: Put oo gloves before hands blister instead of after. Don't leave soil working tools lie around, teeth or blade up. Lay face down with teeth or blade pushed into soil, or stand tools up against building with back out. Tools end Equipment: Keeping all toots clean and sharp if good housekeeping. Watch for slivers on handles of all tools. Store properly on racks completely off floor if feasible. Axes: Don't use as sledge. Dull axes are dangerous, they slip off work instead of entering. Handles should be strong and whole, not slivered partly sway. Be sure head is tight on handle Use right weight for work being done Sharpes correctly. Don't let axe blade cheeks get too fat. Don't use beyond temper on clean cut work. Can save and use for chopping roots in soil. Stand clear of axeman and of flying chips. Axeman and others in immediate vicinity Construction Industry and Public Employment should wear goggles. Carry with blade turned away from head. Chisels: Carry in scabbard or kit, not in pocket Don't stand or work under man using chisel. He may drop it. Wear gog gles. Mallets: Have wrist strap on end of handle to avoid dropping. Paint: Wear goggles to protect eyes. Power Equipment: Shut off motors to: Adjust Repair Gas and service Clear stoppages Rotary Tillers: Run in lowest gear that will do work properly for more safety. Keep tiller in soil whenever it is rotating. Disengage rotor when out of soil to turn or cross walks, etc. Keep apron on back and floating on soil for protection of operators. Tractors: Check parts that ought cause injury if defective. Hose oo hydraulic system. Don't over-tax machine or use on unsafe inclines risking tipping. Prop bucket up securely when working under it. Turn off motor and put in neutral gear when not in use. Trucks: Don't jam small trucks full of mixtures of men and tools. Don't mount or dismount while in modon. Never nde in truck except while sitting down. Keep all parts of body completely inside at all times. Never hang legs out over tail gate. Saws: Keep sharp and clean for safest use. Keep handles tight and never use with cracked handle. Hook on belt to leave hands free for climbing in tree. Never drop to ground, lower with rope. Don't use back of saw for axe. Load and unload carefully to avoid injury to per sonnel if riding in same body of truck. Better to have separate tracks for men and for tools. Power Saws: Recognize the possibility of extreme dangers involved. Never get care less. Don't store where wood floor will get soaked with fuel mixture. Pole Saws: If hung in tree when not in use be certain it will stay where burg. Never drop from tree, lower with r - , Shears: Don't overtax shears or . ..rator. Use topping shears for stock not easily cut with hand shears. Make diagonal cut, cuts easier. Use saw for stock not easily cut with top pers. Carry locked and In sheath when not in use. Pole Primers: Should be insulated to work around wires in trees. Watch knuckles when using handle operated type. Rope on handle type preferable, with loots in rope for easy grip. No stoop on low branches either, can reach up rope in stead of down to handle. Winch: Check cable frequently for de fects, weak spots, worn, etc. Stand dear when there is strain oa cable. Wrap straight on drum by guiding with bar but not with hands. Never handle without lather gloves and never let moving cable pass through Use "solder-in hooks" on cable, not damps that leave a frayed end. Fertilisers: Use respirators and goggles under dusty conditions. Use two mm in handling any quantity of 100# bags especially for lead ing or stacking. Lift with teg muscles not back muscles. Spraying: Use goggles or masks or respirators with materials railing for same, or when face is exposed to danger due to wind, over head spraying, etc Wear proper dothing to protect from ab sorption of, or contact with spray mate rials: Slickers, rain hats, boots, rubber gloves. Be careful of slippery platform on tower trucks, or gangways alongside tanks. Use soft soles for safe footing. Wash or bathe as necessary, before eat ing and to prevent absorption. Don't use personnel known to be allergic to spray materials or specific plants. Avoid horseplay around equipment or condi tions that could cause injury. Forbid strongman exhibitionism with heavy equipment or materials. Insist oa proper dothing that protects from sunburn, frostbite or exposure to scratches, abrasion* or punctures from plant parts, ropes and equipment 39 1957 National Safety Congress Construction Industry and Public Employment MAINTENANCE SUB-SECTION, SAFETY ICE MAKING Must wear creepers. Wear on ice only, not to and from on concrete or climbing on and off trucks. Dulls points, and unsafe to wear other than on ice. Shoe type best, hinged with calks. Should have adjustable leather straps with pin and hole buckles. Instep type hard on arches, no help to heel or sole. Handling hose: Always shut off fire hose to move it, using a minimum of three men. Should use shoulder straps like firemen do. Carry over shoulder, walk forward, no less than two men (especially at night). Can pull hose around on ice with hook. Assistant should stay close to nozzle man and facing him to give ready and complete co-operation. Wheeling hose, wear creepers. Have wheel barrows in good operating condi tion. Axel greased and tire inflated. Use hose reel when possible; safer than wheel barrows. Equip alt trucks with blinkers that might ever work oa boulevards, both one-half and one and one-half ton trucks. Red lanterns on back of truck, better yet, "plug in" lights on extreme ends of spreader. Always have a supply of red lanterns or portable battery type flashers oa hand Could mount them permanently on ends spreader. Use reflector buttons also. Don't board or dismount from moving trucks. Mounting and dismounting spreader. Keep fingers clear of between spreader and truck. Weld handle oa tail gate for opening to insert blocks. Don't try to remove tools, etCL, by hand, while motor is running on spreader, always shut tt off first Should have wind protection on tractors for plowing. Tractors are not suitable equipment for work, trucks are much more desirable. Snow shovels and pushers hitting cracks in sidewalk can cause hernias. Keep handle out of line with belly. Hold to side. Frost Biter Proper housing and warming facilities. Arrange for access to inside of build ings at hours accessary. Insist on proper clothing, especially with young fellows who don't realize danger from exposure. Sand Boxes: Set back two feet from curb to protect boxes, cars and person using material from box. Spread some in front of box first if slippery. Should have "no park ing" painted right on boxes, so they are always available. Lighting at Ponder Should be lighted area to aid workmen and for safety of public Arrange with buildings for lights, if controls are inside. Suggest parks be less indulgent of de mands by public to avoid haring men work without proper facilities. SANDING, SALTING, SNOW REMOVAL: ' Trucks: Boxing rings on trucks to protect men from falling off. Mechanical section should see to it that all trucks to be used for this work are so equipped. If Standards to be used have damps oa bottom they would fit all trucks. LEAF DISPOSAL: Wear respirator and goggles when operating any leaf mulcher. Rotary type mulcher. Be sure guards are in place, keep hands and feet out from under. When burning leaves, always extinguish fires before leaving them unattended. Fire might spread and do damage. Children might play with fire. [] n ? Athletic Fields: Keep lime out of eyes, wear goggles or mask, when marking fields. Keep toes out from under rollers. Danger in loading rollers and other equipment oa trailer to move, may tip off edge of ramp. H 40 Service yards should have hydraulic lifts to load with or trailers with hy draulically raised and lowered deck. Full plate to hook on rather than narrow hooks oa end of skid planks to prevent tipping of plank. Diving mat on skids for traction for machine and operator. Snub equipment to front of trailer. Watch slime on bottom and sides of wad ing pools, clean daily. Warn new men of slippenness under foot If bad scatter sand first Don't pick up broken glass by hand without gloves. Use extension rods on water valves that an be operated through hand hole in cover making it un necessary to handle basin covers. Don't combine working oa athletic facili ties with playing by patrons, if any danger exists. Stop play if emergency calls for it, otherwise try to schedule work to not conflict with use of facility. GOLF COURSES: Golf balls: Wear helmets (boiled hats). Wear helmets (bciled hats). Distinctive colored shirt or safety belts, color of shirts could match hats. Could see shirt at greater distance. A number of men together with one kind of shirt would be recognized aS workmen not gollerv ' Two men watering, for weight of hose and protection, especially at night Screes for emergency repair work on course; for plumbers, etc. can also spot trucks for protection. Personnel from other departments work ing oa golf course should always contact golf course maintenance man for his co operation before working. Motorized equipment should be painted yellow or other bright color. Mow golf greens early and get out of way or move flag to tonporary green while working oo regular green. Respirators for spraying insecticides and fungicides, or gas masks. Wash hands after using insecticides and especially before smoking or earing. Grass, Mowing: Men or tractors should always wear hel mets, when mowing oa golf course or ball fields and have a screen or cab on tractor. Use safety club in reel of mowers to re move obstruction, don't use fingers. Shut of motors. When clearing reels,, disen gage reel. Don't ever leave mower while its running, there Is danger to others, especially chil dren. Operators should be required to sign safety rules card before operating power mower and other motorized equipment Duplicate cards should be signed, one to go to safety section and one kept in local office. This impresses the employee with seriousness of roles. Police lawn area in advance of first mow ing in spring to prevent objects on grass being propelled by mower injuring opera tor or by-standers, or damaging mower. Keep eyes open all the time for obstruc tions. Shut off motor while gassing up and servicing. Don't smoke while handling gas. Keep gas in safety containers only. Use care in carrying shears, hooks, whips. Make scabbards out of one and one-half inch hose to cover sharp edges. Suggest back rest or wear belt for back strain from riding Toros Triplex or other Sulkies. Catch Basins: . Stand close to curb to clean if possible. Barricades, warning flags, use flashers while working at night and flag man dur ing day, safety betts and shoes, and wear gloves. Keep handle out of street when cleaning. If trees are m the way barricade off wide enough to tip handles into street Use special tool for opening covers. Bridle Paths: Should be sprayed with light oil to lay dust. Goggles and respirators while cleaning if dusty, or sprinkle down area. Barricades to control equestrians while working on path, far enough away to stop safely. ' Stand still, don't exdte horses when they are passing. Lagoon Cleaning; At least two men at a time in boats, with life preservers. 41 1957 National Safety Congress Scows preferable for sea weed instead of row boats. Watch for allergies of men, give protec tion. Litter and Garbage Cleanup: Use goggles when working around shrub beds. Use two men below to a basket when heavy when handing up to trades. Wear gloves. Use lighter gauge garbage cans in field houses and boiler rooms. Don't fill ash cans with water. Avoid use of those too heavy to cany out Use demountable winches on back corner of trucks where there is no sta tionary one; to hoist out of deep base ments. Examine condition of stationary hoist and report any defect Hand rails on cabs and expanded metal on running boards for safety getting on and off tracks used for close pickups. Beach Maintenance: Use gloves on broken glass. Goggles and respirators for men on sandsifter. Short handle rakes for screen cleaners to keep out of dram. Take care when carrying heavy baskets on sand to not slip. Use bale hooks, one man on each side of basket Buildings: Ramps going into basement tool rooms, etc, get slippery, watch and correct Remove snow and ice. Roughen concrete with acid or use chicken ladders, if steep. Snow Fence: > Wear gloves, avoid slivers. Bend ends oi fastening wires in. Pickup cut wires in container when dis mantling to avoid foot injuries and dam age to lawn mowers. T w men to boost roils up. one on track to receive. Use post puller to prevent bade strain, don't try to pull by hand. Boulevard Maintenance: Work against oncoming traffic. Work on slack side when possible. Wear safety belts. Red flags on wheel barrows. Wear goggles when dust or other eye hazards are presoit Keep off of boulevards during rash hours. Use knockdown barricades for safe trans porting and to collapse if hit Blocks and flags 50 feet to 75 feet from piles of debris, to protect men loading material off boulevard, unless motorists' vision is obstructed by curves, underpasses, etc. Then set as far back as necessary, 200 feet or more, and also use flag man if situation warrants. If piles stay for night put lantern or pot on each pile. All trucks with crews should be equipped with mercurochrome and 1* adhesive com presses in first aid kits. Avoid horseplay and strong man exhibition ism. insist on employees' wearing clothing that protects from the elements and from haz ards of the particular operation. Protect head and body from exposure to sun and to cold. Don't permit working stripped to waist, in shorts, or barefoot. Wear safety shoes on work hazards to feet All new employees should be made aware of our safety and medical program before starting to work. FLORAL SUBSECTION. SAFETY GOOD HOUSEKEEPING: Keep all premises orderly at all times. All materials, tools and equipment should be properly stored in racks, on shelves, in bins, or in cabinets. Keep all tools hanging off the floor if possible. Mechanical equipment stored in such a way that it does not have to be climbed over to get to other facilities. Power op erated equipment should not be stored on wooden floors unless wood is protected from dripping* of oil and gasoline be cause of fire hazard. Make every effort to procure sufficient proper storage area for equipment. 42 Cinstruction Industry and Public Employment Greenhouse and Conservatory walks: Special care should be taken to never leave objects in walks or projecting out over walks at anytime but especially at night, when the already poor visibility is even worse. Stretch hose out straight and keep to side of walk or under bench. Never permit anything to interfere with proper access to heat control valves and ventilator control machinery. Chain valve on mains are safer than hook and wheel. Algae should not be allowed to accumu late on walks as' it becomes very slip pery. Temporarily sand can be thrown on walks but algae should be destroyed with algacodes and completely re moved. "Captan" gives good control. New walks should have brushed finish and old walks worn smooth should be roughened with 20 per cent muriatic aad. Small tracks used for summer servicing of outside work should be cleaned up daily and not allowed to become cluttered with tools, flats, plant parts, flower pots, and so forth. Broken glass being ooe of our most haz ardous problems, special care should be taken to clean it up and dispose of it promptly and properly. Special effort should be made to keep broken glass out of potting soils or any materials that are likely to be mixed into potting soils. Auxiliary supports, etc.: Wires, pipes, brackets, shelves, etc, used seasonally, should, if possible, be at least six feet above walks, while in use. Flag wires if hazardous. They should be removed entirely when out of use, if feasible or stored in such a way as to not be a hazard. May have to give additional support to shelf brackets. Administrative: Tnsisit on prompt first aid for minor in juries and on first aid reports being made out. First aid courses should be given to office workers especially. Their hands are gmserally cleaner and afltce i* onatnlly located. Representatives of department should at tend safety coaferences and demonstra- tions. in and out of park district. Gardens and servicing trucks should be equipped with first aid kits. Lifting: Instruct new employees and remind old employees of proper methods of lifting by hand. Lift with strong leg muscles not weak and vulnerable back muscles. Watch far proper footing to avoid slipping, caus ing hernias or bad fails. Use adequate number of men for lifting heavier things according to weight For heavier things use machinery when ever ob&inable even if work has to be delayed, in case of very hazardous opera tions. Obtain cooperation of other de partments. if necessary, to use motorized equipment. Fork lifts, electrical tower trucks, cranes, front-end loaders, low trailers, tail gate lift trucks. Use other aids or methods such as: skids, rollers, pry bars, tub-lifters, or other devices with which to get a safer hand hold. Store materials in such a way as to mini mize lifting. Stack heavier material lower. Trucks: Never get in or out of trucks while they are in motion. While riding in tracks keep all parts of body inside at all times. Never ride standing up, always sitting down. Climb in and out of track bodies with extreme care. With trucks used con stantly for hauling personnel, have steps installed to facilitate climbing in and out safely. Use red flags or lanterns on parts of load extending beyond body of track. Snub all machinery or other materials that might shift around dangerously, espe cially if body of truck is occupied by men also. Report any defects concerning trucks to Mechanical Section immediately. Bamboo stakes: Cut sqtar* across with shears, preferably blade and anvil type, not with knife. Square cut is not dangerously sharp like sloping one. 43 1957 National Safety Congress When re-using used stakes cut off end that has been in the soil, to avoid danger of it snapping off. Inspect stakes for infestations of borers and discard if infested for fear of braking and silvering in u^ers hand For inserting heavy stakes, make hole with steel bar first and then drive in with hammer if workable. Give immediate first aid treatment for in juries caused by bamboo stakes as the experience in the incident of infection from such injuries has been high. Take employee to doctor if wound is puncture wound or any complications seem pos sibles Exercise caution in the handling of staked plants to not injure handler or others near with stakes, especially watch for eye in juries. Allergies: Watch for sensitivity among em ployees to specific plants and materials and protect them from same or avoid trouble by not assigning susceptible personnel. Operations: When edging lawns or trimming hedge mechanically wear face masks that cover aJi of face. Using insecticides and fungicides. Read carefully the instructions on the the container of all insecticides. There are often special instructions concerning safety to the grower. Cover as much of your body as pos sible while handling toxic materials. This may mean a slicker, rain hat, shirt or jacket buttoned up tight, sleeves rolled down, boots and rubber gloves. t**e goggles and respirator or gas mask vith materials calling for same or when face exposed due to wind, overhead spraying, etc , Do not eat or smoke while handling these materials. Bathe thoroughly when through, laun der all clothing worn, do not wear it over and over for spraying. Warn laun dry of what clothing was used for. Be especially careful in weighing out and handling the concentrated dusts and powder. If 15 per cent Parathioa is poured carelessly onto a scale, % cloud of dust will soon surround the user. This dust is many more times concen trated than the spray and is correspond ingly more dangerous. It is much bet ter to figure out volume measures for the materials you use and wear a respirator when handling them any way. Burn old containers but be careful of inhaling the smoke. Types of masks and respirators for green house use. Full face gas masks with canister. The canister is of course, the little caa of chemicals which take the "sting" out of the poisons. Various types of canister* containing different chonicals are used depending on the insecticides being ap plied. Vapor or gas respirators. A sort of ab breviated gas mask. It contains a car tridge of decontaminating chemicals plus filters much like the regular mask, but on a smaller scale. Dust respirator. Unlike the gas respira tor described above, this dust respirator is essentially a dust filter mainly for "nuisance dusts." In greenhouse spray or dust work, this refers mostly to such fungicides as Zineh, Feyham. etc. This dust respirator does doc contain a chem ical cartridge to decontaminate gasses, and must be used with poisonous sprays or aerosols. Use warning signs on greenhouse doors when gassing and use any other precautions necessary to prevent anyone entering while gas is present. Potting: Watch for glass, wire and other foreign objects in potting soil that might cause hand injuries. Don't use cracked pots, might finish break ing while in use and injure user. Use safe potting stakes on targe plants, watch for silvers. Give proper protection from plants with thorns or plants of a toxic nature; Use gloves if necessary. Keep debris from potting operation out from under foot to prevent slipping on, or tripping over same. +4 Construetion Industry and Public Employment Handling wooden containers and equipment: Use gloves, preferably leather or leather palmed to avoid splinters. Flats, wooden tubs, planks, and toot handles. Be careful not to drop on feet Prop lids of tool boxes open securely, while reaching in to avoid injury if lid should dose. Whetting: Don't overload, either by weight or bulk. Watch for strain on wheeler and possi bility of dangerous tipping. Never load so that wheeler can't see where he is going. Keep tires well indated to relieve strain and for safer handling. Don't allow wheels or body to become wobbly. Guard against injuries to hands when v. heeling down walks between benches. Equip handles with guards and/or wear gloves. Hand trucking: Don't overload, either by weight or bulk, or by total work expected by a crew in a given period of time. Men are not ma chines and become fatigued. Use suffi cient manpower for any given load. Don't risk a heavy toad getting away from crew. Keep trucks in good maintenance and re pair at all times. Watch for handle of trucks dropping on feet. Handles should be modified so they can't drop on feet. Wanting heavy materials: Use mechanical equipment whenever pos sible. Grip ropes properly, never take a wrap around hands. Keep ropes clear oi feet Control tops of plants at all times, keep clear of whipping branches. Use precautions to prevent caving in of holes, and stand dear to avoid bring in jured. Supporting top-heavy plant material to keep it from toppling: Wear gloves and goggles where indicated. Exercise care when climbing high in con servatories to secure supports. Use proper safety equipment or call oo experienced personnel from other departments if nec essary for safety. Applying and removing shade on greenhouses and cleaning glass with chemicals: Use only personnel who are willing and able to stand height and precariousness of job. Gean gutters first if needed, of broken glass, leaves, mud, water. Use chicken ladders of proper length to make work as safe as possible. Wear goggles and protective clothing. Wear rubber boots, aprons, and gloves when handling glass cleaning chemicals. If any should happen to get in eyes or on skin. Hush immediately and very thoroughly with water. Keep running hose at hand in gutter at all times while working. Mix ehanicais with cold water only at hot water will cause dangerous vapors to arise. Fertilisers: Use respirators and goggles under dusty conditions. Give protection to hands when handling manures, especially horse manure. Have personnel immunized against teta nus by periodic protective shots. 'Power equipment: Whenever possible use recoil or kick starters on gas powered equipment rather than dangerous rope starter. Train special men to handle and don't permit untrained personnel to operate. Never "gun" any machine* except when actually performing operation. Never gas up while machine is running. Don't smoke while handling gas. Shut off motor to adjust, repair, clear stoppages, or any other operation that might be hazardous while motor is run ning. Always wear goggles when operating soil shredders. Don't operate equipment not in good working order. Use proper ramps and with cam when loading and unloading on to or off of 45 1957 National Safety Congress trucks or trailers. Ramps or bottoms of ult trailers should have expanded metal or living board matting on them for Inc hon for machine and operator. roots and equipment: Turn tines and ^blades tionn anil even push into soil when necessary to lay tools down on ground. If leaning against other object turn hack of tool out. Knives: Should be clean and sharp Keep closed when not in ue, especially white carrying. Use thumb guards whenever feasible. Shears: Keep closed or in scabbard when not in u#e, Keep non-operating hand out of way. lections ur evacuate as rapidly as possible and deny admission. ' Give proper instruction* on the spot tor each operation not previously performed by indi vidual personnel with <pec>al emphasis on possible hazards and aiotdance of injury* All new emptovees should be made aware ot our safety and medical programs before starting to work. There are so many new and different kinds at chemicals coming into use as in secticides and fungicides. that it is wise to have on hand some pertinent advice to over come the dangers to personnel who have been exposed to them. The following advice from The Illinois State Florists Association Bulletin Number 160. is valuable to have round for the use of those applying the materials, their bosses, and even any mem- Let trimming fall clear instead of hold' ing. to prevent cutting hand, Never overtax shears or man operating same. Use kind of shears with proper capacity- tor work being done or saw or axe if work t too heavy for shear*. Gra,* hooks: Carry in sc abbard when not in use. ter* of the medical profession that might lie called on to rnme to the aid of a victim *t exposure. AOMINISTER FIRST AID See to it that your employees report to you at once if they- feel ill if poion lias l>ecn swallowed, or if poisoning by an; other means has occurred. Hang up properly or store in such a way that they cannot fall causing in jury Sever use makeshift tools. Use proper tools for work indicated. Carry tools properly with diarp end* down or in view of carrier. Either call for a doctor immediately, of get the patient to a doctor or hospital with out delay. Take this advice yourelt. Some first aid should be given while watting for the doctor, or if the poisoned person cannot he gotton to a doctor immediately, GENERAL FIRST-AID RECOMMENDATIONS Ladders: Inspect ladders frequently for 1. When poison is spilled on *kin, flush oil safety. right now with lots of soap and water. He sure spreaders are locked when using Z When poison has gotten into ryes, rinse step-ladder*. eyes repeatedly with lukewarm water, Straight ladders should be equipped with salety feet and base should be set out approximately one-quarter of length of ladders from support. Keep aluminum ladders away from elec tric wires. Prescribe protective clothing for outside work to avoid frol-hi(e or unhum as (lie case may be. 3. When poison has been inhaled, move pa tient to fresh air, and administer arti ficial respiration if necessary. 4. When poison has been swallowed, empty stomach as soon as possible: a, Should patient be vomiting, make him drink large amounts of water, h If not. put linger nr tongue depressor into patient* throat tn induce vomit Hazards to public in conservatories: Watch for hanging pieces of glass and remove same and have repaired. Tn case of high winds, violent storms and always nitlt hail storms, barricade off dangerous ing, or c. Give an emetic to induce vomiting. *uch as one of the following: (1) I to 2 T. (tablespoons) salt in glass of warm water, or 46 Conrintclion Industry o#<i Public Employment (2) Ground bocsehold mustard (1 t (teaspoon) in glass of warm water). d. U doctor has not arrived, give salt water emetic until vomit fluid is clear. Then administer Univenal Antidote: 2 parts pulverised charcoal (burned toast will do), l part milk of mag nesia, 1 part strcog tea. Give H or. ia half glass of warm water. 5. If poisoa is corrosive add or caustic alkali, do NOT use an emetic { Solu tions to use in these cases are: First Aid: Remove from skin with soap and water. If accidentally swallowed, empty stomach using salt water emetic. Physician: Aramite is relatively non toxic (its LD-SO is 3,900 mi. per kilogram), although the manufacturer recommends: (1) Avoid excessive inhalation of dust or spray mist, (2) Do not get into eyes, (3) Use with adequate ventilation. If ingested, prob ably a good idea to empty and lavage stom ach. Arsenic Compounds--(Such as arsenious ox ide; calaura, lead and magnesium arsenate; *. For neutralizing acids-- <1) Milk of magnesia, diluted until it flows easily, or (2) Two per cent bicarbonate of soda, or (3) Soap solution. b. For neutralizing alkali#-- fl) Vinegar m water (l to 10) or (21 Orange or lemon juice (*/$ to 1 cup, straight or diluted). 6. Keep patient lying dorm, warm and quiet Paris Green, etc.) First Aid: Empty stomach, using 1 T. salt in glass of warm water; repeat until vomit fluid is clear. Give milk, raw eggs, lime water, or flour and water. Have pa tient lie down and keep quiet. Physician *. Empty stomach after giving Universal Antidote: I. Universal Antidote (for use by physi cian) : Pulverized charcoal (2 parts), magnesium oxide (1 part), tannic arid (I part) : f/i oz. in half glass of warm 7. Never give an unconscious person any water. thing by mouth. Lavage solution may be Universal Anti- HELR THE DOCTOR In case of accidental poisoning, try to find out exactly what material was bring used. Your doctor may be unfamiliar with this poison, or the proper antidotes for it. Therefore, give him all the information you can--and it might be a good Idea to show Mm this article. Also take along the label from the can, which usually gives suggested antidotes and treatment. See that the name ote, one per cent sodium thiosulfate. Five er cent sodium bicarbonate, or warm water, Jse BAL as listed for mercury. Benzene Hexachloriie--Known as Bentox, Icnzahex, BHC, Qionhex, Cpd. 666, Gimiso, lammacide, Gammaioid, Gamoxo, Gazntox, 5BH, G-tos, HCCH, HCH, Hexachlorocyloicxane, Hexadow, isotox, Lexeme, etc. (Linlane is a gamma isomer of benzene hexahloride of not less than 99 per cent purity.) and address of the manufacturer are in cluded, since he may be contacted by phone for further information on antidotes, if First Aid: For external exposure, remove Nothing and wash skin thoroughly. H swalowed empty stomach thoroughly. Give hot necessary. Administer first aid before the doetor ar rives. But, In some cases this requires a specific antidote (see below). Be prepared by having some of the more important anti dotes on hand at alt times--you may not be able to get them in time if you wait for an accident to happen. For example, you should have atropine sulfate tablets in case of poisoning with one of the organic phos phates, such as Parathioo or TEPP. ea or coffee, and 2 T. Epson Salta ia water. Physician: Treatment essentially same as for DDT--no specific antidote and treatnent is symptomatic. Wash contaminated ilan thoroughly with soap and water. Clear iHmentary tract if taken internally, but sever use acid substance for washing stomich. Barbiturates for convulsions, and stim ulants for depression. Choice of drugs is pentobarbital, with penobarbltat a good sec ond choice. Should be given in large doses Some Specific Antidotes end Treatments Aremite--Also known as 88R (alkylaryl utd pushed to limit of therapeutic effective. ----- V-.* in d#nrrac oatient to sulfite), Niagaramite, and Ortho-Mite. 47 1957 National Safety Congress VHKd by stimulants may tolerate large doses of barbiturates without undue depression and with great benefit. Intravenous calcium glu conate reported to have some effectiveness as laxatives may be used. Avoid oil laxatives; they tend to promote absorption of DDT and of many organic solvents. Five drug* of choice, arranged roughly in order of their antidote and may be used in conjunction effectiveness are: pheoobarbital, peoetobarbi- with the barbiturates, tal, paraldehyde, urethane, and calcium glu Chlordane--Knowft as Chlordan, CpdL conate. Phenobarbita!, which has been used 1068, Octoachlor, Octa-KJor, Velsicol 1068, `m doses up to 0.7 grams per day in epilepsy, etc. and pentobarbital (0l25 to 05 grams) are First Aid: If on skin, wash off thoroughly with soap and water. If taken internally, empty stomach and lavage with warm water, or salt water ( I T, in glass of warm water). Physician: Treatment essentially same as for benzene hexachloride. Remove poison the barbiturates known to control convul sions of central origin. Epinephrine is con traindicated. DiVWrfn--Known as Cpd 497, and Octa. lox. First Aid: (Same as for Chlordane). from skin or alimentary tract Avoid oil Physician: Treatment similar to that for laxatives. Use barbiturates for convulsions Aldrin and Chlordane. Every effort should and stimulants for depression. Mervous W made to remove from skin by thorough symptoms best combatted with pentobarbital washing with soap and water, or from ali or phenobarbita). mentary tract by use of lavage and/or saline Cyanides--(Including acrylonitril, calcium cyanide, hydroeyarmc add, potassium cya nide, prussic acid, and sodium cyanide). First Aid: Get patient to fresh air, re move contaminated clothing, and keep warm and quiet. Administer artificial respiration if laxatives. Oil laxatives should be avoided. Administer phenobarbital as an antidote, ad justing dosage to symptoms. Dithiono-- Known as Dithione, SulfoTEP, and tetraethyle dithio-pyrophosphate. Treatment; (See Organic Phosphates). breathing has stopped. If cyanide swallowed, HETP--Known u Hexaethyl Tetraphos give 1 T. salt in glass of warm water, and phate. Hexotine. Pladon, etc. repeat until vomit fluid is clear. (Give only ti patient is conscious.) Treatment; (See Organic Phosphates). Jfalothion--Known as Cpd. 4049, rrala- Physician; Break pearls of amyl nitrite, thon, etc one at a rime, in handkerchief over victim's nose. Repeat five times at about 15-second intervals, leaving over rite nose about 15 seconds for each pearL Give (through same needle and vein) 10 cc. of JO per cent (0J gm.) sodium nitrate followed by 25 per cent votfium thiosulfate <12S gm.). If swal lowed. grit fire per cent sodium thiosulfate or 02 per cent potassium permanganate lavage, and simultaneously use the injection treatment. Give five per cent carbon dioxide m oxygen, or oxygen and artificial respira Treatment; (See Organic Phosphates). Nicotine--Known as Blade Leaf 40, etc. First Aid: If gotten on skin, remove cloth ing and wash skin thoroughly. If swal lowed, empty stomach using mustard emetic Give strong tea or coffee, or spirits of am monia aromatic (1 t in water). Also have patient drink water freely. Keep patient warm, and lying down. If necessary, use artificial respiration. Physician; If taken internally, give Uni tion if necessary. DDT--Known as chlorophenothane, Detex, Dicophane, Genrol, Neodd, and many other names. versal Antidote and lavage stomach with 240 cc. 1/1000 potassium permanganate, leaving GO cc. in stomach. Give stimulation with adrenaline, or OJ grams of caffeine sodium benzoate LIL and oxygen inhala First Aid: Same as for Chlordane. tions and artificial respiration tf indicated Physician: Treatment similar to that for Increased fluids should assist in elimination Chlordane and Benzene Hexachloride. De of the poison. Manufacturer recommends pending on condition of patient, attention 1/30 gr. strychnine by hypo every hour un should first be given to sedation, or to re til four doses are taken. moval of poison which may have been ObiPA-- (Octamethyl pyrophosphoramide). taken internally. Gastric lavage and saline Trcatmoit: (See Organic Phosphates). 48 Construction Industry and Public Employment Organic Phosphates-- (Including Demc-. Never give morphine, theophylline, or trtrt, Dithiono, EPN, HETP, Malathton., theophylluie-ethlyenediamine ( Amintphyl- DM PA. Parathion, Sulfo-TEP, Systox.. line). TEPP. Vapotone, and others). If pulmonary secretions have accumulated First ing. and ater or Aid: Remove contaminated wash skin with soap and soda bicarbonate solution. If cwslwoartahml.,. lowed. -alt in iting: regemlpaepsastyt otsoftowcmleaaarcmnhsewwisatthtoemer matocehtiinct.dhuoUcrsoeeuvglohmTly.!", before atropine has become effective, patient must be turned upside down or in some other positions of postural drainage m order to drain out mucus. Use suction and a catheter if necessary. Tf stomach is distended, empty with a Levine tube. r.tve two 1/100 grain atropine sulfate tab- Atrophine does not protect against muscu- let*, Artificial respiration if necessary. Cal|l iar weakness. Mechanism of death appears (nr a doctor immediately--these are deadlyy to be respiratory failure. Use o! an oxygen poisons! tent or even use of oxygen under slight positive pressure is advisable and should be Physician: If a patient has not yet shown' started early. Watch the patient constantly, -vmptoms or they have been allayed by firs!t for the need for artificial respiration may drwe of lutcklv atropine, he must decontaminated. bWe ecoamrinpgleterluybabned'jr appear iuddervly. Equipment for artificial respiration should be placed by the patient's cloves. roiKA-e clothing and, with due regard3 bed in readiness as soon as he is hospital- ror his condition at the moment, bathe himn ized. Cyanosis should be prevented by the thoroughly with soap and water. Using* most suitable means, since it aggravates the cashing soda, or any relatively mild alkali;* other signs of poisoning. Complete recovery <rganic phosphates hydrolized by alkalis. ,* may occur even after many hours of arti- If any suspicion that material has beenr final respiration have been necessary. ingested! induce vomiting; give some neu' tral material such as milk or water and in* fuce vomiting again. Nausea often occurs* >rocn this poisoning but if vomiting is no*t profuse, gastric lavage may be used. Acute emergency lasts 24-48 hours, and the patient must be watched continuously during that time. Favorable response to one or more doses of atropine does not guaran tee against sudden and fatal relapse. Medi Keep patient fully atrophinized if symp toms appear. Give one to two mg. (1/60 to I/JO grain) of atropine sulfate every hour up to 10 to 20mg. in a day. particularly for cation must be continued during the entire emergencyFollowing exposure heavy enough to pro- duce symptoms, further organic phosphorus the control of respiratory symptoms. The insecticide exposure of any sort should be IA*. route is most rapid. Atropine relieves avoided. The patient remain* susceptible to many of the distressing symptoms, reduce** heart block, and dries secretions of thiee respiratory tract. relatively small exposure* of these materials until regeneration of cholinesterase is nearly complete.-^. 49 DIGGING OUT AFTER MOTHER NATURE GOES ON A RAMPAGE (A Symposium) HURRICANES--THOSE WILD WOMEN OF THE ATLANTIC by JOHN L SUILMARTIN safety engineer, Connecticut State highway dept., Hartford, Conn. The first Hurricane that we ever had in accident reporting and record keeping that Connecticut, occurred 19 years ago, in Sep we have today. tember. 1933, That was before we knew hurricanes by their names or that they were supposed to be ladies. Therefore, it is impossible to say just what our accident experience was, follow ing that storm, but, if what I personally From the standpoint of damage caused saw and heard was any criterion of what by high winds, the '38 hurricane was the occurred throughout the department, I am worst one we ever had. Tt came after two sure that our accident rate was certainly or three days of steady rain, which softened not one to be proud of. up the ground, and with the foliage still We have had a few more humane* since full and heavy on the trees; they were 1938, and wc have learned a bit more about literally a "pushover" for the winds that the job of cleaning them up. Wc have a blew more than 100 mph. The wind started good warning system now, thanks to the to blow in the late afternoon and without U. S. Weather Bureau, the Army, Navy, the slightest bit of advance warning. Our and a few others, and we know several days maintenance crews were scattered out on to advance when a storm is expected. This various jobs on what was just another gives us plenty* of time to prepare for it, rainy day. and from the standpoint of preventing acci When the storm struck, many of them found themselves without the proper tools or equipment, stranded along with thousands dents, we can issue timely bulletins and instructions on how to avoid being injured on this type of work. of motorists >n a maze of fallen trees, When it is reasonably certain that a utility poles and wires. Communications storm is going to hit us. the first thing we were knocked out all over the state and it do is to get our maintenance crews into was impossible to organize a uniform clean their respective garages. Whether they are up procedure. Consequently, maintenance out working at the time; or if they are of! crews were more or less on their own and duty, they are contacted, and instructed to tackled the job the best way they knew how. report to their garages, well in advance of the expected arrival of the storm. MAKE SHIFT CLEAN-UP To one storm we had a few years ago. In the particular section where I worked at the time, those in charge proceeded to hire every man and growing boy they could find, and put them to work with axes and seme economy-minded official of die depart ment decided to wait and see what was going to happen before calling in the men. When the storm did hit us, many of them saws to cut a path through the jungle which were usable to get to work. Therefore, it used to be our state highways. From the standpoint of safety, the result of such a procedure was just what you might expect is sow the policy to call them in if any possibility we are going to get enough of the storm to cause damage. it to be. We didn't have any safety program After At crews have reported to work, in those days, nor did we have the type of they arc required to "stay put" in the 50 Construction Industry and Public Employment garages until after the storm has passed. We do not allow our men to go out on the roads where they will be exposed to the hith hazard of failing trees, poles, and other objects that fly about during the height of a hurricane. After the roads are opened enough so that traffic can get through, sometimes with detours, the job of widening out can be done a little owe leisurely, without the pressure of an emergency situation, and usually tn daylight, when more efficient and safer work can be done. The usual proce DANGEROUS FIRST HOURS Following the storm, the dean-up work is begun, and the first few hours are probably the most dangerous. With the pressure on to get the roads open as soon as possible, there is a tendency for the men to hurry, and in doing so. to get careless. Also at this time; there is the danger of coming into contact with live wires. Usually, when utility poles and wires are knocked down, the power companies will shut off the main switches in the affected areas to avoid fires and prevent injuries. Our men are instructed to stay clear of any wires and to regard all of them as bong "live** until they are definitely assured that the power has been cut In the event that someone does come tn contact with a live wire; we have trained first aiders in every crew, who know how to remove a wire from the victim, or the victim from a wire, as the case may be. dure is to cut the trees back beyond the shoulder line and pile the wood and brush on the roadside, where it con be later picked up. Wherever available, power saws are used to cut the wood into convenient lengths. This equipment is operated by members of the tree crew* who are familiar with its use. We don't allow the chain saws up m Ute trees, and never over waist high unless the operator has a firm footing oa a plat form or ladder, and the saw is properly slung. Only skilled tree workers are used to do any climbing to remove hangers or to do any other necessary trimming. AU of the men are cautioned to exercise extreme care with sharp tools. Axes, hammers and similar tools must have secure heads and be in good condition, and when swinging them, employees should obtain firm footing and be sure of suffi cient clearance o obstructions and other workers. Because of the high Incidence of eye injuries oa brush handling, the men are At the beginning of the clean-up opera furnished goggles, and for handling limbs, tion. the main objective is to open the roads debris, ropes, chains and cables, they are u quickly as possible, at least to one way required to wear gloves. traffic. To accomplish this, wtf use our dump trucks, hooking onto trees and limbs, with chains and cables, and dragging them off the highway, leaving a minimum of hand work. This method, rather than using saws and axes, gets the roads open a lot taster, and by the same token, reduces the possibility of personal Injuries. Caution must b' rxerctsed by drivers in this back and forth operation, and proper guidance must be obtained while moving about in the work area, particularly white backing. OTHER EQUIPMENT USB) For removing the wood front the road sides, we use winch trucks, with tripod attachments to load the heavy logs; the lighter ones are loaded by hand. Brush chipper* are used to dispose of brush and smaller limbs. When necessary, trained flag men control traffic to protect our men, equipment, and the public. Many times, hurricanes are accompanied by floods. In fact, the most devastating storm in the history of our state in August. NIGHT WORK INVOLVED This initial clean-up usually involves at least one night of operations, and for this we have s number of portable generators and lights. We make the best possible use of truck headlights to light up the work area, and although the traffic hazard is not high under these conditions, our trucks are equipped with flashing lights to warn motor ist! of their presence on the highway. 1955, started out as a hurricane. But when it reached Connecticut, it wasn't even good breeze. It dropped the heaviest rain m 36 hours that we had ever had before, re sulting in floods that caused tremendous property damage and took the lives of 90 persons, including two state highway em ployees. All in all, our accident experience on disaster dean-up work is not bad. As a Si t9S7 National Safety Congress matter of fact, the records show that our accident rate following storms U as good sad sometimes better than it has been in similar periods when we had no storms, t don't know exactly what that proves, but we can at least hope, if nothing else; that our year-round efforts to reduce acci dents on the hundreds of other activities to which our moi can be injured, may be the reason we have not had too much trouble with our hurricane clean-up operations. HURRICANES AND GOVERNMENT by JACKSON.G. FLOWERS director of safety education, Dade County, Miami, PU. October t7. 1957 gw the seventh anniver sary of the last hurricane passage through the South Florida area. One might feel, and it is thd general consensus of opinion, that Florida has been fortunate to escape the destruction of hurricanes for seven years in a row. However, our weathermen state (hat after a renew of the hurricane statistics which go back to 1873. a normal period be tween storms is between six and seven years. While we are most happy to be relieved of the destruction and possible injury and death, year after year, there is. however, In the "Land of Sunshine,** South Florida is renowned for its many outdoor activities ---so let's tee off with the Parks Depart ment and its plans tor handling its vast county's facilities as related to hurricanes. Their plan consist of two parts: a Blue Alert and Red Alert. When it is determined through close liaison with the weather bur eau that in all probability South Florida will feel the sting of a hurricane, the Blue Alert goes into lores, which calls key em ployees into action to accomplish prepara tion which can be quickly undone. created a feeling of false security on the part of oar populace. The recent hurricane which visited Louisiana, stands as living and dying proof of the effects of over confidence and lack of vigilance as related to the power borrtcaxMS pack. 1. Secure garbage cans. 2. Tum over park tables. J. Secure loose material and equipment. 4. Shutters are taken out of storage and placed near the buildings. FAR* DEFT, HtSPAJLATlONS From the standpoint of our public em ployees. soeoe 5.000 county employees, it is necessary for us to have detailed hurricane preparation plans available for immediate use. In view of the wide variety of services performed by the Cocmty, it is also neces sary for os to review comtnnafly our hur ricane plans, making changes to compensate for added public service responsibilities. The county family is responsible for die maintenance of some 2J300 mites of roads, the collection of garbage at 50.000 homes and 5,000 business establishments, the opera tion and maintenance of the second busiest airport in the Lasted Sates, the control and maintenance of two major causeways, the operation and snperrisioa of seven major 5. Remove and store all types of signs. With the announcement that a storm is eminent, the Red Alert goes into effect, and all Parks employees are pressed into service. at which time, final preparations are made: 1. Put up shutters. 2. Remove all equipment from job areas. 3. Communication posts are established at the various park offices where all activities are co-ordinated with the parks director. 4. The plan calls forpre-arranged crews to report tovarious parks to lend assistance to the accomplish ment of the various preparations. I [ I t j 1 I ` ; parks, as well as the operation of two police departments and fire department. 5. One big factor la the preparations is the possibility of high tide* and 52 Construction Industry and Public Employment blowing sand. Therefore, electrical equipment such as compressors are disconnected and stored in a high place. Selected supplies are also stored in a high place. 6. Through pre-arrangement, the we of motor vehicles is kept at a mini mum and are controlled from one central motor pool. 7. An interesting point ts the establish ment of a hurricane chest at each parlt These chests consist of various type* of tools for putting up shut ter*, two by, four's, wire, rope and hammers. These chests are inspected prior to the beginning of the hurri cane season, and their contents are utilized only for hurricane purposes. 8. Dade county operates a zoo at Crandon Park which has the usual kind of animals, including a giraffe, and the buildings which house them have been constructed to hurricaneproof specification*. The cages are built four feet above ground, based on tide and flood criteria. The gi raffe with its perucoplog neck, also lives on a platform two feet above ground level. Many of the are transferred to a specially built bam prior to the onset of the storm. Alt of our hurricane plans by departments jrc predicated on two factors: Sufficient time to accomplish the work and allow the employees to be dismissed in sufficient time to secure their own personal homes and property. To allow the maximum safety factor to the employee through prior planning and sufficient time to accomplish the work which reduces the possibility of personal injury. After the storm, all personnel report for work to start the job of clean-up and res toration of the facilities as quickly as pos sible. .As an example of this type of work, in IV$Q there were over 1,000 palms blown down in Crandon Park, which is our largest park. The painters have a busy time of it after the storm a* the blowing sand often times has the effect of sandpapering a building down to the stucco. Taking another department, the Dade County engineers' plan includes the comple tion of any roadwork underway, and the securing of all materials and equipment. The Water Control division plays a vital part in clearing canals to insure proper drainage of heavy rains dropped by the humane. Included in their function is an interesting factor that they remove specially constructed dams prior to the hurricane, which are normally left in place to keep the salt water out of our canals. CLEAR CANALS TO DRAIN LAND 'Hie Water Control department which was established in 1953, has made a thorough study of the entire county and set flood criteria stage levels. Standby crews are strategically located throughout the County for the purpose of placing lights and barricades where road obstructions have occurred as a result of the storm. After the passage of the hurricane, the Engineering department is faced with the principal problem of repair of road damage which primarily cornea about as a result of standing water. This repair is necessary on those roads which were constructed prior to two years ago. Alt roads which have been constructed since 1955 must meet cer tain specifications which will cause them to withstand water damage and patching is not a problem. From the employee standpoint, road patch ing crews are faced with many hazards which are found in our heavily travelled roadnets. From a safety standpoint, we have made every effort to give these crews a maximum of protection by painting the trucks yeilow with black stripes on then, numerous flashing red and amber lights, as wdt as red flags mounted on the trucks. Our experience has shown that the rainy months, August, September and October require extra patching crews which natur ally increases the employee exposure. AIRFORT IS READY, TOO Turning to the Miami International Air port which is controlled by the county, we find that their plan includes securing all loose material and placing shutters on all buildings. In addition, fire extinguishers are checked and tested: owners of alt planes are advised through the Operations depart ment of the forthcoming storm, and they arc encouraged to evacuafe alt Syable aircraft. 53 S95T National Safety Congress The Uaiatomct Department of the air port has a trade standing by loaded with road barricade* and emergency supplies, as well as tamero*. Auxiliary power and hand pumps are pUced mto poMtwa for possible use if power failure oerer* Ml fire and crash equipment * distributed to various iocati'-'ts an tbe airport Ml radio coocroOed u1 its of the Port Kvtinmn' are anicnrd to various Jorattens to rrc auswedaw ccmmiml-ariaa m tlie event u! m nergearr Immedattu. iiJkiwitic the Hawn, crew* are dispatched to clear mw tm debris *1 ought be on ?hr nrs'm 7 wrrwng tv tl>r Wane Depareaeo. their preparation* twhaJe ditbertal of 256 trades with all r* tank* filled. and mjwdutdy fnllrw-rnr tlw storm, they are pressed into vervicr to colket aO garbage whkh could lurume a health if not collected immrdiatdv. The Cowry Road Patrol and Coarser Po- lice secure their headquarters and place auxiliary units into podticu to insure ade quate commmicadocs to tbe radio-patrol or* ia die event of power faifare. Road Patrol units which are respmmble for the protec tion of the unincorporated areas, arc 1 in pre-designated garages within tbeir nets to ride out tbe storm, and as tbe same tax. are available for emergency raHy. The County Fire Units secure tbeir stations and recall aU off-duty finao. Experience ia South Florida has proved over tbe years that with adequate advance planning and prepunriaas <m tbe pun of the varicu* units of gorermexst. a* wvD as tbe general populace, death and injury am W virtually eliminated, la spite of oar errmendoas growth m the past se*os yotrv pvopeny damage can also be held to a mammum as the result of strict wwif*w wah rigid btiiMmg codes. * Only indifference and hek of preparation mn set- the stage for <&saster.-^h. SAND STORMS by CHAIIZS P. DUNWIDDIE safety pfogrxm director. New Mexico Stetc Highway Commmioo. Seeta Fe. N. M. Having lived in Xew Mexico for 4J van 1 have seen thousands of and storms. The Highway department gets the blame for everything that happens, including sand storms. Let me give you a few typical daily headlines and comments, from the Newspaper angle. "Winds, flood borne sand dogs important highways." "Sand whipped by winds and borne by flood waters slowed nr halted New Mexico's holiday traffic in two parts of the state Thursday night. Mo torists were hatted by blinding sheets of sand (I-like the descriptive words, 'blinding 'beets') in the nine mile stretch of US-70 54 between Alamogordo and Tuiarosa. 'One flood left two feet of sand on a US-83 bridge across an arroyo six miles south of Belen. State police were discourag ing south-bound traffic from Albuquerque State police put up four roadblocks to halt the traffic between Alamogordo and Tularom. Winds were estimated up to 60 mph. NO VISIBILITY. Visibility at the inter- S4 section of N'U-tl and US-70.5* north of Alamogordo was oou-existcat Tbe same situation existed at the US-70-54 junction in the town of Tuiarosa." Here is another. "Bus and car crash during dust storm south of Tuiarosa. Twenty-three passenger* aboard a Santa Fe bound Greyhound bus escaped injury last night when it collided with a car two miles south of here on US-70-54 in a dust storm. The mishap occurred just as the bus was pulling back into its lane after passing an other car. The vehicles collided head-on. but were moving slowly, police said." SAND STORM FACTS These are exemplary and only point out a few facts worthy of early comment. First, that sand storms can be either dry or wet Sand can be and is deposited on the road ways by either wind or water. Second, that preliminary to the ctean-up <r digging out program, which is a con Construction Industry and Public Employment tinuous maintenance problem, is the terrific job of trying to control traffic in the danger areas during the storm and immediately alter. Motorists are most obstinate and will not cake care of themselves. Third, that a huge portion of the state has a top-soil that is easily picked up and moved with the wind. This top-soil can be sabdsevabiy deep. Fourth, that the sand storms present a - problem in engineering. Let's consider the first point Sand storms ".aet m all varieties in New Mexico. We iao't aD them tornadoes, nor hurricanes. TW Aw Force and its weather people at iCinbnd Aw Force Base at Albuquerque caw me mam wonderful information. I am nom am tvcaidng terms with air-currents, >rtwt areas, high-pressure areas and bust* brim I have seen winds plotted on -rnpi I kaow that when cold air meets arm me in collision, something is going to happea. New Mexico has a lot of more or less flat cannery. Tbe fiat areas, after centuries of croaaos. are mostly sand areas. They are typical desert areas. Little rain leaves the areas dry. Sparse vegetation can't hold the and. So tt is easily moved by hard winds. Winds pick up the surface and carry it miles high. Or, just as easily rolls it along the ground. .An example of the movement of sand and dust is seen frequently in the capitoL Santa Fe. The city is bounded oo three sides by mountains. The elevation Is 7,000 feet. Mountains to the east and north range to 14.000 feet, to the west 11,000 feet, to the south the land levels off and slowly loses elevation. Prevailing winds come from the southwest. With the mountains as a back stop the air above Sants Fe can be so completely saturated with sand and dust, thousands of ieet high, that the sun is completely ob literated. Or. it can be as easily rolled along the surface, coming uphill and leav ing ground visibility at zero. The sand and dust deposited in the area during these itorms have been traced to various points ns far away as several hundred miles. Mountains throughout the state more or less determine the prevailing winds in the flatter areas. So the movement of sand and those points where wind carries it onto or across our highways is, of course well known and the movement can be anticipated to some extent Actually in some areas the winds are seasonal. These winds and other atmospheric con ditions are also responsible for rain and hail storms. New Mexico is a land of un expected rains, in the form of cloud-bursts. These never occur in the same place twice. They drop tremendous amounts of water over a small area in a matter of minutes and the resultant run-off of water that cannot be controlled is often disastrous to our roads. The heavy run-off and the loose top soil that can easily be earned leaves heavy de posits of sand on the roads- It makes for a very dangerous situation when it involves heavy moving traffic. Water courses can be traced, of course. Structures can be de signed to carry anticipated water falL But cloud-bursts can not be anticipated. It can be readily seen that it sets up a hazardous situation for motorists. I have been leading up to the second point. This is the practically impossible job of controlling the flow of traffic during the danger periods. Consider the factors. Inter state bus lines have to maintain schedules, if possible. Drivers of these lines are in clined to take chances, in spite of their safety training. The movement of heavy freight along the highways must be main tained at as fast a rate as possible. Tourists and common citizens are all inclined to be in a big hurry, whether they are going two mites or 2,000. So, the probtem, during these storms is to slow down or stop them. Signs don't mean a thing. Why try to tell the drivers that there is a sand storm ahead when the sand is probably blowing so hard that he couldn't read it, even if he was inclined to read signs and take cog nizance of the warning. Drivers hate to be slowed down, and lose time. I've seen them creep along at two mph, straining their eyes to see the radiator ornament, much less the road ahead. And wha a guy going in the opposite direction is doing the same thing, somebody's gonna get hurt On the other hand to pull off and stop on the shoulder may also be extremely haz ardous. In certain areas police controlled road blocks are the only answer. 55 1957 National Safety Congress The third point that I mentioned is im portant in this discussion. The soil, or vari ous soils, and sand and gravel, go to make a top soil product, that, when dried out and subjected to heavy surface winds will be quite easily picked up and moved. Much of our good farming lajtd is just such soiL A crop planted on one side of the road today may be blown to the other side tomorrow. LOSS OF TOP SOIL In the sandy desert parts of the state vegetation, natural vegetation, does tittle to hold the soil, and keep it from shifting. We have several famous examples of shifting 'and. The principal one is known as the white sands. It is a national monument, located in Dona Ana and Otero Counties in south central New Mexico, it is quite extensive, covering an area of 176,000 acres. That's about 275 square miles. Here is found an albino desert of gleaming, dazzling pure gypsum. Van reaches of ever shifting and changing opalescent dunes form a paradise for photographers. A National Play Day occurs here every April. Many persons enjoy sking on the dunes. The dunes can be quite dangerous to the tenderfoot. The sand is so white that there is danger of run-blindness. Persons with a poor sense of direction can easily be come confused and lost. As the years go by the sands turn up an occasional skeleton, as the surfaces of the dunes shift. These are not always human. The Sands are supervised hv the Park Service and daily tours are made during the year. A black-top. two lane road has been built into a portion of the dunes and it requires continual maintenence to keep it clear of blow sand drifts. Another example of moving sand, and this is a yellow sand, is found in Socorro County..* It is found on US-45 and is a headache for our department It is- difficult to explain the movement of this sand and the problems involved. Most engineers can realize the problems involved in the building of our highways over such terrain. My fourth point covers ail of the difficulties from preliminary loca tion surveys, through all the stages of plan ning and design, the actual construction, the opening to moving traffic and finally the tremendous job of proper and fast main tenance. Actually, future maintenance must play an important part in the design stage itself. New Mexico has never been a wealthy state. Funds for road construction have always been limited. Many miles of our roads are in fiat country where water courses are shallow and wide, yet serve huge drainage areas. Bridges, and long ones at that, were not feasible, nor from the fartor of cost, were they possible. Paved dipt were used for many years. Many of them sul! exist and will for years to come. Many of these arc the points where upcountry clood-bursts send water across the highway*. At such tunes they become the dancer points that require road blocking. Maintenance crews mutt be available at ail times, in all areas to take over. Thar work of course is to try to maintain a movement of traffic, halt it when necessary and clean up the mess afterwards. In the ports of the state where these dips are prevdant. equipment is available for any type of required operation. The cleanup job often involves gathering up the sand and silt deposited by water and hauling it away. 'Hus wouldn't, of course, have to be far. In this type of country it is an expensive bit of aaktsaoct to keep the ditches clean and serviceable. Shoulders are hard to maintain. When rain caked they are dangerous. To make It more difficult, drivers will not believe a sign that reads "soft shoulders.'* They always try it anyway.-d^ 56 LESSONS LEARNED BY GIVING SERVICE DURING AND AFTER THE RECENT FLOOD by MILVIN . LYILL safety engineer, Virginia dept, of highways, Richmond, Va. Flash floods are not uncommon to the area along the Cumberland Mountain Range separating the States of Virginia and Ken tucky. Such floods occur with a certain fre quency in this region. Their intensity has been confined (o some particular small area, so damages were not widespread, and the repairs were made quickly with the regular personnel, equipment and materials. On January 29, 1957. after several weeks of rainfall, a heavy concentrated downpour fell over a large area of southwest Virginia, eastern Kentucky, and southern West Vir ginia. Small streams and targe rivers over flowed. The flood reached five to sevai feet higher than any previous flood. The cost to Virginia highway depart ment for repairing and replacing its facili ties was S2.I4I.000. This Includes funds irom emergency federal aid and Civil De fense. These aid funds are very restrictive and very difficult to fit into an emergency program. To show the extent of the damage, here :re a few statistics: --yX> miles of roads damaged, from complete washouts to shoulder wash outs --74 vehicle bridges--16 feet to 142 feet long--damaged to the extent that practically new structures were re quired --28 bridges required repairs. --24 swinging footbridges completely destroyed and required replacements Recovery, partial or complete, from such a disaster depends on personnel, equipment and materials. Command should be cen tralized but not to the point that leadership it not properly delegated to the local super intendents and foremen. The period of greatest confusion is dur ing and immediately following the disaster, .uid during this period proper leadership begins to show its effectiveness. During a state of emergency the public looks for guidance and leadership in its highway or ganization. The public depends on the local engineers to bring food, elothing, medical, and other aid into the stricken area. And rightfully so, because the engineer is the field com mander for his area, and he must provide the leadership to clear the highways for travel. Calm and confident leadership which processes the work efficiently, has an exalt ing affect on the morale of the civilian pop ulation and the recovery organization. When a disaster like Virginia's January flood occurs, the local organization is neither targe enough nor equipped well enough to handle the situation alone. Damage must be determined quickly and requirements for recovery evaluated in proportion to the need. This calls for good planning on the part of leadership. Reinforcements must come from an area outside the disaster. Personnel reinforcements bring the added problem of housing and feeding. To allevi ate this problem our equipment division set up a temporary camp in an area which pre sented our biggest problem. This camp had kitchen trailers and sleeping trailers. Personnel were sent into the disaster area without knowing weather conditions and they are not properly clothed. Although the deluge had passed and the streams had subsided to some degree when reinforce ments began arriving, rain continued with out interruption for another 18 days and many found themselves without the proper clothing. Boots and raincoats were needed --the employee's welfare is an important part in the effectiveness of his work. ^ As in the of personnel, the equip ment requested was based on actual need and was placed at the proper point upon ar rival. This saved time and operations started with maximum efficiency. Bulldozers, motor graders, and power shovels were the prime movers. This equipment was used on major 57 1957 National Safety Congress washouts, slides, and erection of Army H-10 steel bridges. Trucks, fronted loaders, and backhoes were used for removing small slides, hauling materials, repairing or re placing smalt bridges and installing pipe lines. All available hired equipment was used to supplement state owned equipment. Some of this equipment was available from the vicinity of major roadblocks on main arter ies, which were given first priority. Metal pipe culverts were used extensively to replace small bridges. It was simply a matter of placing a pipe or pipes, dosing in a fill composed of gravel from the creek and moving to the next trouble spot. Army H-10 bridges were sent from other districts through the state and were erected where major bridges were destroyed. In ail instances temporary structures were in stalled so as not to interfere with the inusllatioe of the permanent structure. An enure organization can be used to maximum efficiency tn a disaster of this kind. For tntafxc, personnel secured per mission, easements or purchasing rights for repairs, detours and local materials. Sign crews relieve local forces of putting up de tour signs, barricades and warning signs. Survey parties secure measurements and staking abutments and piers for large bridges. Recovery is accomplished in two steps. First, re-establishing traffic quickly by every known temporary measure and sccood, re placement in kind. The first step, or initial recovery, is most important and generally accomplished with out formality or for permanency. Beginning immediately after the flood waters began to recede, this stage is both costly and tem porary, therefore efforts must be made not to waste personnel, equipment, materials, or funds. This first stage, with one-way traffic m many places was completed in about a week except for major bridges. After this we gradually restored the roadways to normal widths. Step two soon got under way, re quiring time, funds and patience. Nrow all rcptaconcnts have been com pleted except the construction of a few ma jor bridges, reconstruction of certain road sections, and the construction of a few pro tective devices such ss walls and riprap. An outstanding accomplishment was that none of our employees was seriously in jured and no time was lost as a result of accidents. The foreman and superintendent said they worked under hazardous condi tions but prevented a serious injury by: 1. The daily, five-minute safety meeting kept employees safety conscious. Z While working under hazardous con ditions, everyone was accident con scious and remained alert. In contrast, serious accidents sometimes occur on bright, sunny days when employees tend to be Ux and apparently do not fully realize just how quickly an accident could be serious and sometimes fataLMk SS REMARKS OF J. C. McDONALD, JR. safety supervisor, Mississippi State highway dept., Jedoon, Miss. Organization is the thing needed most during any disaster. Get a good man-- don't let too many outsiders into disaster area. They know nothing of the operations and are likely to panic causing additional trouble and problems. Work with portable radios--keep in con stant contact. Get trained personnel on the vote immediately. There is the problem of care few your men. Organizations such as Red Cross and the like will take care of the victims but you must plan for housing and feeding your men white they are operat ing in the disaster area. Good signing is essential for the protec tion of your men and any outsiders who might come into the area. For safety put Mgns at least a mile out from work area. Depend on your district men as much as possible. Get safely into operation--and get your area men to do the job. In case of need a safety engineer is good but your men on the scene from that district know best the problem* which wilt arise. SELL yOURSELF Don't try to catch your men in errors-- set the proper example and build their con fidence and respect for you. You must sell yourself to your men--then they will count on you. You can't get anywhere with "police action." You must stay on the job always--with safety. You' can sell more safety with laughs. Safety is a serious matter but gets across osier with your men when you can make your points with a laugh because you can hold their interest with jokey. A. SNOW AND ICE CONTROL by CORffiE C. MURPHY safety supervisor, Maine Highway Commission, Augusta, Maine There are many hazards to both the public and pablk employees in most snow and ice removal problems. We have many hazards that could be lessened by mechanical means and money. But strangely, few of these hazards produce x)juries. Probably our most hazardous operation is sanding. Conditions oiling for this operation are usually at their worst. The highways are slippery; it is probably uonniug. and it seems that it is nearly always dark. We hare men perched on a truck body elevated to the angle of a ski slope. Dur ing any state wide storm wc have SOO to 600 men working under these conditions. This would appear to be a perfect climate ior injury-producing accidents. But injuries are rare and more than half of these are caused by the dangerous driving habits of the public. But after the gn*g is dooc^ when the dangerous part of the operation is com pleted. this is the time that injury producing accidents are likely to occur. Dangerous conditions produce few acci dents. Unsafe act* of people produce many, Adequate supervision will take care of some of the unsafe acts. But the greatest number of the unsafe act injuries are produced by the people who do not have their minds on the jobs at hand. They are far away with their multitude of problems and worries. How are we going to deal with these people? To me they represent the real prob lem in accident prcvoition-^^ 59 Health and Safety Programs for Governmental Employees (A Symposium) THE PROFESSIONAL VIEWPOINT ON A CITY PROGRAM by DR. FRANK H. HERRINGTON chi.f physician. Employe* Health Services, Cty of Columbus, Columbus, Ohio A health and safety program planned {or a municipality must of necessity differ greatly from one for a contained industrial set-up. "Contained" means that the physical plant of an industry is limited to a certain area, and Axed in location and size. A pro gram may be designed to serve this unit to the maximum of efficiency. Problems of health and safety can be dealt with satisfactorily due to the stability of the working units in this contained industry. On the other hand, we face divergent and constantly changing elements. Our health and safety measures must be geared to small mobile units which perform many different tasks; for example, street cleaning, road re pair, and electricity, not to mention the vari ous units of the police and fire divisions. Out of approximately 3.500 employees serv ing the city of Columbus, at least 50 per cent are constantly mobile and most difficult to reach. These mobile units are made up of small groups, therefore we must depend on supervisors to carry out our rules and sug gestions regarding safety measures. MUNICIPALITY SAFETY PROGRAM The main purpose of our program, is to institute measures necessary* to protect the employee, insure his maximum efficiency on the job. and prevent him from injuries by reducing the various hazards to which he i exposed. We cncodrage prompt reporting of all injuries and see that they receive the necessary care. We in our division proride emergency care only. Any continuing care is the re sponsibility of the employee's family physi cian or competent specialist. If an employee has no family physician, we refer him to a specialist on our consulting staff. We do not wish to be accused of practicing socialized medicine and above all, we wish to and have maintained a friendly and cooperative liaison with the local medical society. The main duties of our program consist of routine pre-employment physical examina tions including a complete history, physical, urinalysis, serology, chest x-ray, visual acuity as measured by the orthorater, audio metric test, EKG and BMR when indicated. After this examination the applicant is rated as employable or unemployable. The result and rating are sent to personnel and to civil service. There has been only one ease in which an applicant certified by us as un employable has been hired and this case was later satisfactorily taken care of when the employee had a hernia repaired. RETURN TO WORK EXAMINATIONS To reduce the number of days tost due to illness, and to satisfy us that an employee absent from his job because of illness or injury has fully recovered and may return to work, we have a aril service rule. This **y* than an employee absent from his job for more than two eonsecudve days must be certified by the medical departmeit before he may return to his regular duties. Depending on our evaluation of him at the time of this examination, he may be certified to regular duty or we may allow him to return to so-called light duty with certain restrictions. Routine annual physicals are offered to all city employees who wish an evaluation of their physical condition. The results of our findings, with the consent of the employee, are available to the family physician. These examinations are not mandatory for all city employee* but arc set up primarily for the police and fire departments. bO CofutriKfum /nduriry and Public Employment During the past 18 months we have com pleted more than 1,000 annual examinations and are presently starting over again. This will be an annual affair, since we believe this is necessary to maintain these essential em ployees in the best of health. These routine pre-employment and annual physicals have already turned up cues of malignancy, diabetes and hypertension, which had produced no symptoms and were there fore unknown to the employee. As stated earlier, we provide emergency treatment of illness and injury only and for this purpose we have a well equipped emergency room. The salary differential between private in dustry and public service does not proride us with the best material--lack of adequate personnel staff prevents proper screening of applicants. One of our biggest problems is motivating the employee toward his job. Outside stress and strain plus improper motivation toward his job make for an inefficient and accident prone worker. PROllEMS OF HEALTH PROGRAM Alt of us who are closely associated with industrial and environmental medicine feel that we are compelled to deal with more than the phyr'eal aspect of as employee's health. The mental and emotional com ponents are a very important factor to main tain workers at top efficiency. Each type of job has its particular hazards with which we must cope and for which we must find a solution if we are to reduce injury and the subsequent cost of industrial claims-^- THE SAFETY ENGINEER'S VIEWPOINT ON ACCOMPLISHMENTS by JOHN E. PAGNARD safety coordinator, Cty of Columbus, Columbus, Ohio The safety eigineer must be equipped with certain tools if he is going to do a job. These tools are often much different than those used by mechanics, welders and electricians. The afety engineer must rely on his own imagination and personal quali ties that enable him to work with people and sell ideas. In many eases the safety engineer is asked to perform tasks only the most skilled magidan would attempt. But through pa tience and his belief in serving humanity, the most unbargained for task is success fully completed. From 1951 to 1956 f have seen and felt the need for an occupational health program for all dty employees is Colambus. Before our present medical policy, the only availa ble medial services were for employees in the department of public safety, chiefly to the fire and police deportments. After a of conferences with vari ous dty officials, a request was submitted in August of 1955 to the Department of Preventive Medicine of Ohio State Univer sity, for assistance in surveying the need and adviabitity of aa occupational health program for the 3,500 employees of the City. From a study of the municipal organiza tion, physical requirements, and specific job hazards, a detailed proposal for establishing an employee occupational health program was prepared by Dr. Janies P. Hughes. Associate Professor, College of Medicine, Ohio State University, and submitted to the Mayor and dty counaL FIRST LOCAL LAW FOR EMPLOYEE HEALTH From this proposal, emergency legislation was prepared and presented to city cousdl. .An emergency ordinance was passed unani mously by the City Council and approved by the Mayor on December 17, 1955, thus creating by local law, the first occupational health program for employees on a local 61 1957 National Safety Congress Construction Industry and Public Employment level. Before passing this ordinance; the city Uw department was unable to find a similar existing ordinance in any other major city. On January 1, 1956, the Columbus Em ployee Health Services opened its doors. As facilities lifereased, a nursing staff was recruited and trained and services were quickly made available. Six months later the medical program was supported enthu siastically by the city administration and em ployees alike. Dr. Frank H. Herrington was appointed full rime Chief Fhysjdan and Director of the Columbus Employee Occupational Health Program. By sow the medical staff had increased to three part time physicians, three nurses and a secretarial staff. Why so much emphasis made on this one item: "Occupational Health" or "Industrial Medicine?" From the humanitarian view point, no service is as important to any group as that which safeguards the health and well-being of every employee. Secondly the economic aspect is tremendous when savings are important and a most with management Successful management today, be it industry or government, win insist on economy The waste of man power due to injury or illness, is a troseadecu drain oa the American prosperity of today. The State Industrial or Workmen's Com pensation premium rate for Columbus has increased steadily from 1950 through 1955. Employment has been at s high peak and payrolls also have increased considerably. The City of Columbus paid in Workmen's Compensation prenitxn* during this five year period, more l>IM aoe-half million dollars. Ho dry is this couutry can pay such an industrial prenmaa and prosper, be cause this is a waste of tax payer's dollars and a reduction in good, efficient, public service. ` COMPENSATION PREMIUMS CUT After one year of operation, the Employee Health Services program cut the Work men's Compensation premium more than $75,000.00. The bade rate for Columbus dropped from $2J9 per $100.00 of payroll to $2-23. Our modification or penalty rate, dropped from a plus 75 per cent to 63 per cent. The risk rate dropped from $4.13 per S1,000.00 of payroll to $163. Along with this record of direct cost of Workmen's Cocnpmsatice the partial con of sick leave for dty employees in one year was more than one and one-half per cent of the total payroll Has figure is muck less than previous years. Another factor U the effect of the nsrrficri policy m regard to the number of Work men's Compensation claims filed with the State Industrial Commission. During the first tut months of the Employee HeaJti Service program, the total Bomber of Work men's Compensation claims filed was re* dared by 12 per oca. Also, the Mol amber of injury damn for payment of Wsrlom'i Compandor was reduced 29 per mb The answer of trafastral chans filed, fyarn of nedkai fees only, was rodeoed by fire per cent This was for the fine tut nemhs an4y md is good evidence of **** tanfin as is* as top tBasagmwnc is twwm'l It is not easy to pti emk a bodges <Krat tor or finance uawm erf C3ry Cmri to appropriate XXOOOlOO or fSQjOXkOO tor a proposed peogijn. This is especially tree for an acridcnt program became of the hd of tangible evidence to prore year argsmms. Prior to revamping our entire safety program so as to mdndr the proposed medical program, tbe yearly budget allotri the Department of Industrial Relations w* $14,000.00 SAVE TAXPATBIS' MONET The approved budget for the first year of our complete medical and safety program was $63,000-00. The budget for the year 195S will be approximately $68,000.00. Final approval of our budget request is yet to come, and as in every governmental agency, we expect reduction of the initial request I will say tbe city officials have been most cooperative aad understanding when addi tional monies are needed. The aim of our program is to prevent injury, have physically capable people per forming public service and relieve the tax payers of excessive cost in payment of i Workmen's Compensation and medical fees. From a monetary- point of view we antici pate a savings to the city of over $200, 000.00 a year in industrial premiums. | Another advantage and service is the ccr- 1 tification to duty. Except for uniform per- ! 62 ^tnnel of the fire and police departments, it was my responsibility in tbe past to approve persons returning to duty, when a <atement from the family physician was presented. This practice was unfair to not onlv the employer, but to the employee as WtlL A tayman should not have this responsi bility--he is neither qualified nor licensed to judge the physical fitness of a person. Many limes t felt that the employee should not return <o regular duties because of the -treasons activities involved. But with a 4atcment from the family physician, there was no alternative. The employee wilt--in one cases--tell his physician that his job is `ax strenuous" or whatever excuse is needed to get back to work. FiBMKiaJ hardship in the Home and medii-a! fees will effect the physician's decision to pcimit the employee to return to duty*. This wwttoo does not exist within the smrweric of our organisation since the of oar Employee Health Services Ko employee mures to duty now. Mm iertified by oar medical staff. Pcnmfie inspection of work areas are a p*rt of ome safety program. Before our new policies, these inspections were carried out by myself and a foreman or supervisor. The chief physician and myself now make these inspections accompanied by supervi sory personnel within the department or area inspected, and the success of correct ing hazards found is most surprising. There is no argument or question from any supervisor or superintendent or division head when the medical expert makes a recommendation for correction. A safetyman is fortunate indeed who has a medical section, especially a physician to advise and assist in the problems pertaining to the well being of all employees. The success of accomplishing that which is good for aH peoples depends on the ini tiative, perseverance and determination you yourself inject hi this or any other program. There have been no political pressures or interference whatsoever in carrying out our health and safety policies and procedures. This is definitely not a problem with our Employee Health and Safety program. There is no room for politics in safety but there is a lot of room for safety in politics.^ WHAT RED CROSS FIRST AID TRAINING HAS DONE FOR OUR ACCIDENT CONTROL PROGRAM by TAKVIA JONES engineer-director of safety. North Carolina State Highway k Public Worts Commission, Graham, N. C. Wc starred our state-wide American Red Crocs and First Aid courses on October 5, 1956 and wc believe this is the best forward step we have ever taken in the SAFETY field. ts there any thing more noble than teach ing people to save life? Everyone should have the know-how of safety aad all of the numerous things about life and living safely. Did you know there is a bandage for every part of the human body? Who should knew what, where and when to use such bondages more than the public employee? We have been informed that we are the only state in the Union that has ever at tempted such an all inclusive prevention and first aid program os m state-wide basis for every employee. We haven't had time as yet to evaluate our frequencies or severities as a result of our aB-uut red cross training but we have tern and heard enough to know it will pay dividends ixj more ways than one--like when we bad a tree fall oo a mam and break hU kg. A first aider cared for him until they could reach a doctor who took an x-ray of the fracture to tears the nature and type 63 1957 National Safety Congress and ordered the injured person to a hospital 144 miles away. Our first aider said, "Aren't you going to re-splint and bandage?" The doctor replied, "That's as good a job as I could do, talce him on." .Another man in our instructors' class stated, "Had I kxftnm two weeks ago what I know now I could have saved the life of one of my neighbor's children and the rea son that's so important to me is because I have three children of my ova* All of our men have beta elated over the privilege of having this course made avail able to than. It helps then--as well as their wives and children. Everyone knows the American Red Cross is on the job m tunes of stress and dinner. Many of yoo know what it means to have some ooe with the know-how when a hur ricane strikes or a tidal wave sweeps over the country side, perhaps some of you re member my article--"Wild Girls of the Atlantic"--which showed it pays to train all of our men in this most vital art. Life may be saved and shock prevented. ! am happy to report that in North Caro lina we have approximately 400 qualified red cross instructor* in our highway depart ment and more than 4,000 qualified first aiders among our employees. We hope to continue our instruction until every highwayemployee is the proud bolder of at last aa .American Red Cross Standard `First Aid card. This will be the day when the real pay-off comes. We tmrescrvedly and whole heartedly reci,wacud to every public employee group-- the American Red Cross Prevention and First Aid coone.d WHAT WE EXPECT FROM OPERATORS OF HIGHWAY VEHICLES by MELVIN . LYELL ufety engineer, Virgin!, dept, of highways Richmond. Vo. This is part of a booklet written to acquaint drivers and operators of our vehi cles and equipment with what the Highway Department expects of them in the way of driver performance to maintain a good safety record, and promote courtesy and good will toward the traveling public. It also outlines our system of driver safety awards, and the system of penalties In the event of an accident which our operator could have prevented. ^ DEFENSIVE 0RIVING A key factor in this safe driving program is to require a high standard of performance. \V> know that if we are satisfied with mediocre standards we will get nothing better. High standards create an additional in centive and become a challenge to each driver. The stalled drivers have a chance to prove their ability. They spur the other drivers to improve their performance. 64 A defaaive driver i* a driver who dm only avoids causing accidents but also pre sents pedestrians and other drivers from causing accidents tnvolrmg hint. He nses hts skill and experience to insure that others are not able, through their own faulty ac tions. to involve turn ha an accident. He is a superior driver who obeys all traffic regu lations. He realises that many other drivers do not have the same degree of skill or knowledge that he has. He recognises the need for extra safety measures to protect himself from the uupcedktable xcti/nt of others--drivers and pedestrian*. The de fensive driver: -readily concedes the right-of-way to others when qmAmterfng them at nar row bridges, intersections, converging traffic lanes, rotary intersections, and traffic circles. --makes all allowances for: poor weather conditions, reduced visibility and slip Construction Industry and Public Employment pery roads, narrow untreated, grave! having a preventable accident Every pos roads. --learns to anticipate accidents and takes precautions that will prevent them. Drivers are generally classified into three groups, namely: sible precaution should be exercised to pre vent the acridoib Of course the word "possible" is subject to various interpretations. If it is applied strictly, operators will think us unreasonable. However, if it is applied too loosely, driv Amateur Drivers--who are so poor that ing errors will be overlooked and the same they actually cause collisions by the way types of accidents will re-occur. they drive. Semi-pro Drivers--who drive well enough not to cause collisions by the way they drive, but not welt enough to avoid being hit by amateur drivers. Professional Driver*--who are so good that they not only do not cause collisions bv their driving methods but who, in addi tion. are smart enough to outguess the amateur driver and not be hit by him. In other words, he is the defensive driver. ' ttltUC RELATIONS So the problem of classifying accidents as "preventable" or "nenpreventable" and "avoidable" or unavoidable" is most impor tant. We want our operators to feet that they have been treated fairly and impar tially. We want to penalize the careless, oon-attentire operator and reward the alert, skillful operator. The assessing of a penalty is not for the sole purpose of making the operator pay a fine, but to also point out A safe driving award for one or more what he could and should Have dooe to have years without an accident should be awarded prevented an accident. to the defensive driver. Then every other driver would try to achieve those standards. If the award were given to the amateur or <efru-professional driver, then he would not recognise our skilled operator, the defensive The majority of our accidents are usually preventable. In the assessing of a penalty or determining responsibility, we are not concerned with whether our operator was legally right or wrong. We are concerned driver. with whether or not the accident could have STANDARD OF PERFORMANCE How then can our standard of perform ance be described? A perfect safety performance is operating been avoided by defensive driving. Every possible precaution must be taken to avoid and prevent accidents. Both the traveling public and employees of the de partment engaged in the performance of a motor vehicle without having an accident work must be safeguarded effectively. at aR. That is too much to expect.^ Our operator* may become involved in accidents over which they have no control. Obviously it would be unfair to charge an operator or peaaJixe baa for this type of accident. All employees of the department shall act with courtesy at all times, and shall so con duct themselves as befits a representative of the Department of highways. There must be no display of temper. Arguments with In most cases it takes two to make an the public must be avoided, regardless of accident. One driver usually violates some provocation. The value and effect of cour traffic law. the other scene principle of de tesy is inestimable. fensive driving relating to safe speed, right- Inquires shall be answered as completely of-way, or alertness. as possible in a business-like manner; how Either could have prevented the collision ever controversial subjects and certain poli and therefore both contributed. cies should not be discussed with parties Here then is the due to what we expect of a reasonably safe driving performance from our operators. We do not want to charge them and penalize them for all accidents is wind* they are involved, but outside the department.. In case of highway accidents being wit nessed, regardless of whether or not state equipment is involved, employees of the department shall offer assistance. ytt do expect them to prevent accidents. It must be remembered that defense in Therefore, our standard is this--for an case of any accident involving state em operator to have the ability to drive without ployees or equipment, requires that the cm- 65 195/ National Safety Congress ptoyec or employees do sod have acted en tirely within the law, aid that occupational and persona! conduct should be above re proach. traffic even when the other vehicle is illeg ally pissing at the intersection. Also colli. <ion with a vehicle leaving curb as our driver makes a right turn. In offering services, the employee must be certain that his actions will not place him. or the sta(c.*tmder liability for dam ages. No employee wtO make any statenent as to responsibility for any accident at the ccene of the accident in which he is involved. Such statements will be made only on the accident report submitted to the Highway Department, and or as outlined In the para graph of "What Not to Do" on the last pare. Grade Crossing Collisions--Collision* with trains at grade crossings, regardless of where the accident occurred. Trains always have the right-of-way. * /tacking Accidents--The care with which a vehicle is backed Repaid* entirely as the driver's ability to ">* f^la the wav it clear. The driver is not relieved of ht responsibility to act safely when someone guides him. The flagman does not have control of the vehicle and can neither start it nor stop it GUIDE TO ACCIDENT MEVEMTAJIUTy Collisions msh VebiHs Ahead--Having the Responsibility--Responsibility to prevent ac cidents is not based on who was primarily responsible or at fault. Responsibility to prevent accidents goes beyond careful ob servance of traffic rules and regulations. Driven must drive in a manner to prevent accidents, regardless of the other fellow's faulty driving or non-observance of traffic laws. Important: Unless thorough investigation tliows extenuating circumstances quite bis vond the control of the driver, the follow ing types of accidents will be regarded as preventable. This list has been prepared as a guide to help you determine whether or not an accident should be charged as "pre ventable" on a driver's record and the driver assessed with a penalty. Accidents at Intersections vehicle ahead stop suddenly is a common highway hazard. CotBskm with such ve hicles are considered preventable because professional drivers showId always follow at a safe distance and have their vehicle under control. Our I 'chide Struck it f?w--Will be con sidered preventable when: a. Our driver was passing traffic when close to an intersection, that stopped sud denly at the intersection for a red light. Mop sign, pedestrian or other vehicle. h. Our vehicle was improperly parked. <*, Our vehicle rolled back in preparation for starting ahead. d. Our driver made sudden stop to park, to load, or unload merchandise or passengers, for a grade crossing, or for similar reasons. a. Driving Straight Through Intersec tion--Collisions with vehicles coming from either the left or the right, regardless of the presence or absence of stop signs or traffic lights, or whether the light was green or changing. b. Driving Straight Through Intersec Accidents resulting from other drivers en tering the main road from driveway, alley or side street--It is our driver's responsi bility to enter traffic safely from such lo cations. These accidents may be prevented by proceeding with caution and bring alert when approaching these intersections. tion-Collision with approaching vehicle making left turn in front of our driver. e. Starting Through Intersection When Light Changes--Collision with cross traffic which has not cleared the intersections. d. Making Right or Left Turns--Colli sion with approaching or cross traffic. Turn ing left-whm other driver is approaching from the rear and attempting to p-- on the left at intersection. Collision with adjacent ICraving right or teft--Failure to keep in line in multiple lane traffic. Some accidents may seem unavoidable if it appears that the other vehicle tried to pas* through a space too narrow, whea actually the space was made too narrow by the weaving of our driver. Farcing of of rood--Usually due to the leading driver forting the other driver to (he left of the center line--into viaduct 66 Construction Industry and Public Employment columns, parked vehides. adjacent traffic, or off the roadway. Drivers should not get into a position where they may be forced into trouble, nor shook! they swerve so as to force others into trouble. Accidents m fading ataxy front the curb-- It is the responsibility of our driver to en ter the flow ol traffic safely. Collisions with vehicles from opposite direc tions--Include* both head-on and sideswipe collisions when our driver was not on proper side of roadway. Pedestrian accidents---All type* of pedes trian accidents, including collision* with chil dren and with persons comint from between parked cars. This can he avoided by always expecting or anticipating that some one will step from an obscure place. Son-collision and collision teifh fired obieets--Includes overturning in roadway, run ning off roadway, and collision with culvert, traffic signal, parked vehicle, or other object. Accidents due to poor visibility--Darkness, fog, rain, snow, sleet and glare. The burden of responsibility is placed on the driver to operate his vehicle within the limits of his ability to see ahead, stop and maneuver jafely. Accidents due to faulty brakes-- It is the driver's responsibility to report faulty brakes. It U also the driver's responsibility to drive within the limits of the mechanical condition of the vehicle. This classification includes accident* caused by trucks roiling away from parked position, due to failure to block the vehicle, to set hand brake, air lead. etc. properly. (Includes failure to scotch vehicle parked on steep grade) Mechanical failure--When the investigation of a "mechanical failure" accident shows that the mechanical failure which caused the acadent was due to rough and abusive handling on the part of the driver, the re sulting accident should be charged against the driver. We should not permit nor re quire our driver to operate mechanically defective equipment Skidding Accidents--In which our vehicle skids. WHAT TO DO IN CASE OF ACCIDENT 1. Set out flares or flags if vehicle can not be removed from pavement 2. Render first-aid to the injured if you are qualified. a. Telephone for a doctor. (Have some one else do this while you stay with the injured.) b. Telephone for an ambulance if needed. Notify the state police, asking them for assistance. c. Describe the location and tell briefly what they may expect to find. 3. Direct someone or yourself to act as flagman to handle traffic 4. See that all precautions are takes against fire or further destruction and in jury, by prohibiting unsafe practices. 5. Fill out Driver's Report of Equipment Accident form S-9. 6. Report the aeddent to your immediate supervisor as soon as possible H'hat Not to Do 1. Do not accept responsibility or blame for the accident either at the scene or later. Remember that such admissions may be used against you in court 2. Do not discuss the accident with any one except the police, your superiors or our insurance company representative, 3. Do not give a signed statement or a court reporter's statement to any person other than representatives of the Highway Department or our insurance company.^ LEGISLATION AS IT AFFECTS PUBLIC EMPLOYEE SAFETY PROGRAMS by H. P. "PAT" OOODIN * safety director, city of Minneapolis, Minn. According to the United States Depart ment ot Labor, Maryland is the only state that has adopted legislation specifically aimed at the public employee safety problems. Francis Otto stud that this was the main reason that we do not have a report from his committee. It only proves that all public employee programs that have been successful have only been so because we have had out standing men that have adapted the regular laws of the states to accomplishing the won derful job that has been done in this field. This is I believe one of the reasons that we do not have more Public Employee pro we found out that this type of legislation is difficult to explain to those who don't want to be convinced. In our state we have taken this up will the League of Minnesota Municipalities and we did get a small booklet out covering Public Employee safety and the responsi bility of government in realizing that its employees art as necessary as any group of employees in any industry. It is beginninc to pay off but there must be considerable more push behind this movement if we are to take care of our public employees. grams than we have. There seems to be a GOVERNMENTS RESPONSIIIUTy reluctance on the part of some public ad ministrators to assume their liability re garding protecting their enployees. It ap pears that most laws covering workers and working conditions leave public employees as second class citizens. We must write into our taws language that will bring our public employee taxkr the law by reference rather than by the present method of implication. What sucoo* we will have will depend to a great cztut on what we as a public employee group do We have a law on our books in Minne toward taking care of our people sota, 182.05 Minnesota Statutes, which reads "Manufacture and sale of unguarded ma chinery prohibited. When practicable the points ot danger in any machine shall be securely guarded by the maker, and the manufacture or sale of any machine or mechanism not so guarded is hereby pro hibited." In 1951 we started a safety program in our city. We used the state laws as if they were written to cover our people and suc ceeded in getting some recognition from the city council with whom we deal in our city. Of course being a member of the state legislature helped in getting them to listen to what we had to offer. They helped us We had a request from the Industrial get authorization to try and cut the costs Commission, which has the responsibility of of lost time as a result of accidents which administrating this law that the law be for the year 1950, was $200,00000, disre changed to cover machines or mechanisms garding other boosts which go along with teased to producers in the state. There are losses of this kind. ntan^ machines that are leased and kept We started a safety glass program along maintained by manufacturers outside the the lines set up by industry starting in our state and the wording of the law seemed equipment department. This was similar to to exempt them from so guarding. a large maintenance shop in which we had This amendment to the law almost was lost, the argument being that a farmer lean ing his tractor or other farm equipment would be liable if he loaned unprotected machines to his neighbors, this in spite of been having an average of, toss ot vision in one eye. every year for quite a while back. We had the council authorize the payment of half the cost of corrective glasses or the full cost of pianos io safety glasses. the fact that the law only applied to in Shortly after we had a few fitted there dustry. We finally got the bill through but was an accident in which a piece of steel 08 Construction Industry md Public Employment struck one of the employees in the center of one glass. Had it not been for the fact he troTe safety glasses, he would have lost an eye. I kept Uu pair of glasses as a horrible example and succeeded in getting most of our employees either piano or fitted safety glasses and they wore then. We went into a period ot economy and in 1954 we had a little diffi culty getting enough oo our budget to cover replacement or issuance of new glasses until it was pointed out that the horrible example t had been using had saved about $3,000.00 to the city. We have been getting our budget <ince that tune and we have enlarged our program by having the council pass our budget allowing additional departments, v> here hazards exist, come under the program. U$S> AS EXAMPIE This had the effect of being accepted as legislation recognizing the responsibility of the Public subdivision complying with the -tatc law covering employee safety. This has broadened cot to include hard hats, and <xher protective equipment required by in dustry vder the law. Where do we go from here? This is a 'iwnxn we a* Public employee safety men taw to answer. I believe that we must re activate the legislative committee. We must have one of our people who is active in safety activities chair the committee. We should have Otto or someone from the de partment serve as an advisor to this com mittee. We must assemble all data possible from Public taws covering industrial and labor safety with the idea in mind of assem bling a set of laws that will serve as a model for Public Employees. This will take some time. Someone from the Department of Labor in Washington on the committee will have to help get the in formation from states with safety laws and regulations. Let's get away from the idea that state and other public officials have regarding these laws--that they apply to everyone else except our employees. Let's get^ back of a movement to draft legislation for Public Employee Safety that will accomplish what we want, take our people out of the category of second class citizens and give them legislative protection equal to that provided for labor and In dustry. Let's make this the year that the Public Employee assumes his place as a valuable employee and gets the benefits and privileges granted other employees and the protection of a set of proposed laws we can all be proud of. Report of Traffic Accidents with City Vehicles for Six Months of 1957 1951 1952 1953 1954 1955 1956 0 Mo. 1957 Frequency.......... .......... $42 Charreable Accidents *. 83 Frequency ...... .......... 150.6 153 273,8 69 125.5 127 226J 51 91.2 106 196,3 40 742 133 1822 50 682 101 174.0 56.8 45 164 35.3 Frequency rate is per million man h'-:-' which on motor vehicles U about ten million miles. Total accidents means all acride: .volving dty vehicles. Chargeable accidents means the-- uxne contributing negligence on the hasn't been determined. vhich our operators were at fault. There may be -t oi our operators in some of the others which Of the 12 chargeable accidents the first six months of this year: 5 were caused by our operators not having control of their vehicles and running into the rear of either parked or moving vehicles. 4 were caused by our operators backing Into other vehicles or stationary objects. I was caused by our operator misjudging the operation of his snow plow and sinking . another vehicle 1 was caused by our operator turning from the wrong lane and squeezing other vehicle 1 was caused by defective equipment 69 1957 National Safety Congress All except one accident were caused by the operator not having proper control of hit equipment. Here it where defensive driv ing comes in. You are the representative of the city when you meet the public with your equipment Maybe some of the non-chargeable accidents could have bees avoided i! we just gave a little. These are the people who pay the taxes that your wages come out of. so it's up to you to bend over back ward a little to see that they get a break. Even though they may have the right of way, %ou can't give the right of way, you only take it; so be a bit generous and let ihc other fellow take it. DON'T try to take it on your own. Backing up is again causing some acci dent* and you who tiave helpers use than. If you fuven't be extra sure your rear is clear before you back. Look back--keep looking--then back. Only one wrong lane accident, but there were several near misses. Get in the lane you should be in and stay there. Get in the right lane to turn from at least a block before you turn, then signal and turn prop erly. Keep on the right side of the street and stay on the right side of the motoring public. The next six months will determine what we can da Practice safe driving on the job and you will play sate at home. Safe driving U happy driving. Accident Report for All City Services Except Park for the First Half of 1957, and Comparable Dart on Previous Years 1953 1954 1955 1956 54 1957 Eng. Dept. Water Equip. Paving Street Eng. Ser. Sanitation Sewer Traffic Bridge Fre. 25.24 2876 44.26 3724 34.14 4771 8426 16.84 43.47 Sev. 235 112 621 378 336 206 636 146 S7 Fre. 16-12 23.96 48.42 39.98 4.72 3824 123.45 20.00 33J2 Sev. 195 183 762 231 33 596 1053 400 167 Fre. 27,18 2252 54.42 45.12 000 69.68 81.02 41 58 94.00 Sev. 248 375 409 228 000 805 729 1032 1042 Fre. 28.21 405 34.00 296 314)3 436 41.01 852 16.47 49 74.06 17796 68A6 345 16.47 49 4622 40682 21.46 36,67 56,68 70.00 6.66 35.50 24.92 2271 55.00 243 189 JU 530 27 255 281 239 1462 TOTAL 37.18 456 33.60 3S7 38.58 402 4521 3878 39.53 384 Board of Education 10.4-3 111 9.36 123 9,67 994 851 62 13.50 67 Pub. Wei. Fire Police All other 1X77 21.84 3318 89 242 624 8.94 58 21.22 3895 1886 183 11.92 17.68 2624 4.85 185 3741 658 16 8.2J 21.19 26.41 2,77 47 219 658 34 9.13 2121 3322 1.52 31 7295 284 22 !H 1 to ALL CITY 30.6* 235 17.75 578 416 Frt4 means frequency, accidents per million man hours. Sev. means severity, days lost per million man hours. L.T.A. means lost time accidents. 17.78 854 21.72 82 The committee activities in the Water De partment seem l be paying off. The average frequency from 1951 through 1956 was 37.41; the first six months of 1957 it was 31.46, and after a bad Spring, not much snow and with slippery conditions. This shows about $10,000 less for lost time as a TO result of injury as well as the relief of pain and hardship that goes along with dis ability to an employee. The Equipment Department had quite a few L.T.A., but they were of a minor nature. However, they could have been se rious. Most of these were in the first Construction Industry and Public Employment quarter. Maybe a Safe Practice Committee here would bring scene results. Eh? As usual paving has been having several L.T.A., and mostly from careless handling. A little instruction and help from you older iefiows could do a lot to help. Maybe * lately meeting among foremen might help. Sanitation has had too many accidents, mostly in collection. Here again a little help from you older fellows would help. Sewer Department has been doing real well, but there is always room for improve ment. so let's keep trying and cut the L.T.A. <ut altogether. Bridge Department had a couple of bad ones and * couple of minor ones, fn that work any minor accident could have been bad. It looks like there is some improve ment. Let's hope the final report will show it. You fellows using jack hammers and breakers on concrete--better wear your gog gles or safety glasses. Many of you have been neglecting to protect your eyes in this land of work. Cover one eye and try to work and you will see how necessary it is to have both. You foremen must enforce the rule that ail men exposed to chipping and breaking shall wear protective equipment. This means safety glasses, hard hats, or whatever is needed- Let's put more safe thinking in our work. Report all unsafe conditions right now. Cali me if f can help at any time. Let's make all our people safety minded at home and on the job. The City needs you--so does your family.a^ STATISTICAL COMMITTEE REPORT by WARREN D. WILT safety engineer, city of Detroit, Mich. The year 1956-57 has seen much progress in Public Employee Accident control work. This opinion is based on the number of gov ernmental agoicies sending statistics (o my office, Not many years ago we crusaded to have governmental agencies make records of all employee on-the-iob accidents. Many, t fact a large per cent of the agsidcs con tacted had no records or concealed records ot employee on-the-job accidents. It was common practice to include timelost due to accidental injury in "sick leave" making it difficult to distinguish if the time lost was due to natural sickness or accidental injury. At the time we encouraged keeping accident records, we made suggestions of methods of recording and analysis of these records according to the American Standards 216.1. At first many agencies thought this im practical as st would mean major changes in 'existing procedures and involve consid erable cost. Today, many of these same agencies are doing a fine job of accident reporting along the A.S-A. methods. Smaller agencies, as well as the so-called larger ones have seen the value of full time safety per sonnel. FREQUENCES DROPPED It was common to receive reports of acci dent frequency of 60, 70 or 00. Today It runs 16, 18 or 20. Several report frequency below 10. This shows real progress. Sa attempt has been made by the statisti cal committee to tabulate and publish a sum mary of Public Employee Accident figures. The National Safety Council is doing this in its "Accident Rates." Our Industry is targe enough to be included in the N.S.C "Accident Facts.'* The mam reason for not being in this publication is that not enough agencies are reporting to be representative of the Public Employment which is neces sary for a publication such as "Accident Facts." T1>e statistical committee lias several recommendations to make: 1. All accident statistics submitted to the , 7t 1957 National Safety Conoress ccnumaae be properly identified. Tbe only identification on seven! of tbe reports received i.in year was tbe ream address in tbe upper kit hand corner of tbe envelope. 2. That janal asxsnanes of tbe r*1*~far wear acesduw nyerienet be forwarded v* thr Xwial Safety ComdTt Sc>treaati duiw a* ma a* yoaftle after thr rb*e cd thr year This r* purt am* I* made am thr X.S.C reptxn keiw, a** voor oww ommsery urtrt Tbcw item* <an he Reeared, tree uf charge, m the SS.C. bead- gaanm. J- All agencies to report tbeir VcfscJc Accidents accoiding to tbe HS.C, standards. No oDOpuins w be if each agency tm a standard of tbeir own for reporting. 4. That the National Safety Cwrfll be requested to record smd report Mtonapal Government Vehicle rodent sta tistics on a total city hams. 1h> large variety of work, and tbe ddScnJty m MotfUf a fine break-down of mUeagt for each class of opemhai now being used by the Caad. malar it aaptactied to compare lie stamries of <f. ferent nrTTnririliKri 4a Camstrmeticm Industry and Public Employment 4 devices and pbcruwnt of aif on andt should, be worked out. In acxtal interviewsi nth violators is oar ware, then was ca- fusion dae to befc of nnsform action be-. twees ns and oar peg door xmghbarc., Recall that we have referred to bohhimens,. kavmg the door wide opes u> those who> want addhaooal wntmoga. Tbe apparel equipment and procedures( Qf the are othm sumva for stndyf tod tsttfomry. la thss reahn. we cm accomplish some rtaJ good for die safety and protection of oar charges, tbe heroes of the high ways. If there art any accomplishments mV| oar fyprtrtw wsU have to <k> the work from start to oi * There is --work to be done, and we are dm only ooes who wiB do it. We urge you to cooperate wah the oew Engineering casemate tm deaec something constructive for oar people aod their welfare. 4b ENGINEERING COMMITTEE REPORT by DWIGHT C. CROFFORD state safety director, Idaho dept, of highways, Boise, Idaho The year 1(57 has^ been a year of founda tion laying for the Engineering committee. We learn by trying, and sometimes we leant not to fry the same thing again. During 1957. part of the Engineering committee worked up a brochure which it was felt would adequately represent the section in the hands of interested friends. This brochure was forwarded to the chair man of the section and from there to the National Safety Council where it was worked over for five months, and as yet no proofs have come to the committee for recommendations or approval Also during the year an effort was made m gather information about the emergency Signing used by state, county, municipal and school levels throughout the moon. The response was spotty, there being show who Mould divert tins attests* to gads a sem blance of uniformity However we vur able to come up with a few cearbnwaiM m the response received Twist did me prtwm ihc development of Rpteifs: iw amhiiMa. After due __ with reprcMBtstno at pw XV covered that NfC ` way of beJp* of The snake h mpnwkhtr siboa aad ii.iupikunu atf *4 are useful and should be in the hands ot the public employees. In view of the above, it is recommended that steps be taken to have the various represented agencies set out to compile data sheets for their types of operations, informational sheets for vari ous problems and sale practice pamphlets to cover the public employee field. It is further recommended that the Engineering commit tee assign responsibilities and follow through on the collection and forwarding of this material to the chairman of the section and subsequently to the NSC for consideration. It is also recommended that the studies concerning uniformity of emergency signing be continued until minimum standards can be recommended and compiled with throughcat tbe country, ft is true (fat the American Society of State Highway Officials and inmoce companies have been txakmg studies. These are aQ fine bat these studies tend to wsBwwe the emergency dan of highway ****** at which so many of oar perscanel 4* M*d Further, few of as have been 1`wMRtMd tm what actually works, aad uadi * R*t, tfcnt for wa'focmrty will be toward nm goal rather than a realistic . color, wording, bright, auxiliary 72 OFF-THE-JOB ACCIDENTS Statistics are such boresome things And figures rather dull. It's hundreds, millions, billions, trillions. Over which we smlL But facts are tacts where'er we go Regardless of amounts. So here's some facts on accidents. .And that's what really counts. It isn't always big machines With blades of sharpened steel That rob a man of arm or leg And make bis senses reeL . . Nor is it always "on the job** Most accidents take piece. But just the opposite is true .And figures prove oar cmc It's carelessness in little things At home and on the street Neglect in moving objects small Away from running feet. A makeshift ladder, sliding rugs. Electric cords that spark A disregard for cellar stairs .And stumbling in the dark. Crossing where no crossings are While looking at the sky. Driving on a slippery* road With milestones whizzing by. These arc the things that take a toll We aQ should frown upon <o watch for them when off the job. .As wcQ as when you're oo. --Humble Pipe Lme Compemy, Houston, Texas n OFFICERS OF THE CONSTRUCTION SECTION NATIONAL SAFETY COUNCIL 1957-58 OFFICERS OF THE PUBLIC EMPLOYEE SECTION NATIONAL SAFETY COUNCIL 1957-58 General CteinMn^WILLIAll G. HAWKINS, director of insurance k safety, Winston Bros, co^ Minneapolis, Minn. Vice-General Chairman--HENRY J. MASSMAN, HI, vice-president, Massman Construc tion ccx, Kansas City, Mo, Vice-Chairmen--(Heavy Division)--W. M. GOLDSTON. president. The Goldston x. Corpus Chrisd, Tex; (Highway Division)--SHELDON CARLSON, vice-president. Park Cdastroctaon co-, Minneapolis. Minn.; (Budding Division) FRANK R. RUN- DELL, prtmdast, Frank R- RundeJJ co, Austin, Tex.; (Home Building Division)--Bart W. HORTTOR. Kansas City, Mo.; (Special Divisionj--W, K. COX, sales promotion manager, Caterpillar Tractor ax, Peoria, lit - Secretary--ROBERT L, MOORE, director of technical It engineering div, Ltanbennens Mutual Casualty ecu Chicago, HL Assistant Secretary--E. N. Z1NER, president, Ziner Construction co, Malden, Mass. Nominating Committee Chairman--GEORGE P. O'ROURKE SR, president. O'RourJce Constmcrioo co, Dallas, Tex ' Newsletter Committee Chairman--SAM S. ELKINS, chief, safety branch, Southwest div, Corp of Engineers, U. S. Army, Dallas, Tex Program & Publicity Committee; Chairman--HENRY T. PEREZ, editor. Construction Method* & Equipment Magarine, New York, N. Y.; Vice-Chairman--W, K. COX sales promotion manager, Caterpillar Tractor co, Peoria. 111. Membership Committee Chairman--HENRY J, MASSMAN, III, vice-president, Massman Construction co, Kansas City, Mo. Sendee (Research & Serening) Committee: Chairman*- R_ .T. HENDERSHOTT, man ager, A. G. C. of Minnesota, Mineapolis, Minn.; Vice-Chairman--FRANK M. BOODRO, safety director, B. Perioi & Sons, Inc, Framingham, Mass. Engineering Committee; Chairman--JOHN L. JUNKERT, safety consultant, Marsh A McLennan, Inc-, Minneapolis, Minn.; Vice-Chairman--RUDOLPH J. BEKLEY, super visor, construction engineer, Travelers Insurance co, Hartford, Conn. 1 isual Aids Committee: Chatman--DONALD F, MANGUSON, assistant manager, A G, C. of Minnesota, Minneapolis, Minn.; Vice-Chairman LLOYD E. MOSS, dis trict engineer, Texas Employers Insurance Assn, Dallas, Tex Health Committee Chairman--H, GILLMORE LONG, M.D, chief surgeon Ltsnbennertf Mutual Casualty co, Chicago, HI. Public Relations Committee: Chairmen--ROBERT L. JENKINS, chief, safety div. Office of the Chief of Engineers, Dept, of the Army, Washington, D. C; Vice-Chairman H- W. HEINTZ, safety director, John A. Volpe Construction co, Inc, Malden, Mass. Division Secretaries: Heavy--WILLIAM BERRY; Highway--E. N. PETERSON; Building---MISS FANNIE DAVIS, executive secretary, Austin Chapter, A. G, G, Austin, Tex; Home Building--CLARENCE F. STURGEON, insurance manager. The Home Builders Assn, of Chicago, Chicago, 111.; Specialty--VWLLIAM H. WHIT MAN, Goodyear Tire & Rubber co, Chicago, lit. Staff Representative--CLEMENT J. LUEPKE, National Safety Council. Chicago, J1L 74 General Chairman--CLARK J. FISCHER, safety engineer, City of Milwaukee safety commission, Milwaukee, Wis, First Vice-Chairman--DANIEL F. MILCHMAN, coordinator. New York city safety program, dept, of personnel. New York. N. Y. Second Vice-Chairman--M. VAN MECHELEN, safety engineer, Washington State dept of highways, Olympia. Wash. Third Vice-Chairman-ALEX G. THOMPSON, safety engineer, City of Los Angeles, Los Angeles, Calif. Fourth Vice-Chairman--JACKSON G. FLOWERS, Dade County safety director, Miami, Fla. Secretary--URS. LOUISE RATNER, safety k claims examiner, Ohio dept, of highways. Bureau of Accident Control k Claims, Columbus, Ohio. Program Committee: Chairman--RALPH. L. ALTHOUSE, personal injuries supervisor. Seas* of Illinois div. of highway-*. Springfield, 11L; Vice-Chairman---JOSEPH F. WICKLESS, supervisor of safety, Gty of Baltimore, Baltimore, Md. Legislative Committee Chairman--P. GOODIN, safety director, Gty of Minneapolis. Minneapolis, Mian. Engineering Committee Chau man BAYNARD A. SWITZER, chief safety engineer, California div. of highways, Sacramento, Calif. Advisory Committee Chaamam--DR. B. L. CORBETT, M.D,, managing director. City of Milwaukee safety commissioo. Milwaukee, Wis. , Statistic* Committee Chairman--WARREN D. WILT, safety engineer. City of Detroit. Detroit, Mich. Newsletter Committee Chairman Sr Editor--GEORGE F. KUHNS, safety supervisor, Illinois div. of highways, Springfield, I1L Membership Committee Chairman--DANIEL F. MILCHMAN. Nominating Committee Chairman--TARVIA H. D. JONES, engineer-director of safety. North Carolina State highway commission, Graham, N. C Staff Representative--CLEMENT J. LUEPKE, National Safety Council. Chicago, IlL 75 1 Other Volumes in this Series 1957 URRENT SAFETY TOPICSUsers of this volume will find much value in its companion volumes. Here is the list: Volume Vol. No. TITLE Stock No. 1 General Soriana and Detailed Index ( oil Volume*.................................... .. 022J7-- 2 Avietieni Aeronautical Industries Section & Air Transport Section......... 022.27--2 3 Buie Step* tn Accident Prevention............................................ 02227--3 4 Cement end Quarry Industries............................................................. 022.27--4 5 Chemical Industries .................................................................................. 02227--S 6 Caul Minina Industry............................................................................................................ 022-27--4 7 Censtiuctien Industry and Public Employment (Public Employee Section)... 022.27--7 I Electrical Equipment Industry and Public Utilities.................................................. 02227--4 Farm Safety .............. ................. .......... .............................................................................. 02227--7 10 fertilacr Industry .................................................. 02227--10 11 feed. Meat Packing 4 Leather Industries, Trades and Services............ 02227--11 12 Glut and Ceramics Industry and Rubber Industry................................................. 02227--12 12 Heme Safety........... ................................................................................................................ 02227--1} 14 Indwtrial Subject Sessions (Sponsored by ASSE)................................................... 02227--14 15 Labor . .............................................................................................................................. 02227--IS 14 Marttime Industries (Marine Section)............................................................... 02227--14 17 Metals Industry .............................................................................. 02227--17 15 Metals Products Industries (Automotive and Machine Shop Section rover Press and Forginf Section)......................................................... .. 02227--11 It Mining Industry ................................................................................................................... 02227--It 20 Motor Transportation industry (Commercial Vehicle Section).......................... 02227--20 21 Occupational Health Nursing Section................. 02227--21 22 Petroleum Indestry .................................................................................... 02227--22 23 Printing and Publishing Industry...................... 02227--23 24 Pulp and Paper industry............................................................, 02227--24 2* Railroad Industry ............................................................................................. .................... 02227--JS 24 School and College Safety............. 02227--24 27 Traffic Safety ........................................................................................................................... 02227--27 28 Transit Industry ..................................................... ................. ............................................. 02227--2B 2t Wood Products and Textile Industries............................... ............. .............. .. 02227--It 30 Early Morning Sessions, "Human Relations and Men-Management".................. 02227--JB ELECTRICAL EQUIPMENT and PUBLIC UTILITIES INDUSTRIES 8 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24,pages-- 25 to 48 pages-- 49 to 96 pages-- Over 96 pages-- 1 to 9 copies Each $023 ,35 * .45 .60 AS 10 to 99 copiet Each $020 28 .37 .50 .75 100 to 999 copies Each $0.17 25 23 ,45 JO 1000or mere Bark $0-17 2$ 23 .-*5 JO Complete set of Current Safety Topics (30 vols.)--$9,501. Stock No. 022117 All prices shown are subject to a 10 per cent discount to Natiooal Safety Council members. Transactions of the 45th National Safety Congress (October 21-25,1957, Chicago, 111.) NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN ATI. CHICAGO II. IU. vitsutaot Hind im 0X2.37--7 76 NATIONAL SAFETY COUNCIL 425 N. MICMGAM AVBMI, CHICAGO 11, ILLINOIS CONTENTS ELECTRICAL EQUIPMENT SECTION Is "Hot'' Electrical Work Necessary?. ............................... , .. W. F. Uppincofct $ The Hazards of Radio Transmitters and their Correction... . Read H. Card 3 Control of Health Hazards of Electrical Insulating Materials.. ,E. G, Meiter 13 PUBLIC UTILITIES SECTION Reducing Motor Vehicle Accidents in Public Utilities Through Driver Control.......................... ............................ D. A, Weaver 17 345 KV. Hot Une Maintenance . .......................................................W, p. Carter 20 The Developmental Method of Training for Safe Pole Climbing You team Before You Go Aloft". . .......................................Lowell S. Orth 22 Safety in the Uses of Cylinder Gases in Oxy-Fuel Gas Welding and Cutting.,............... .,................ ...................... ., F. C Saackc 25 How to Set Up and Maintain A Gas Utility Safety Program.... .Mark Rad 30 Water Utility Safety (A Symposium) What's New in Water Safety--1957?.................................Raymond i. Faust 32 How and Where to Get Started.............................................. V. A. Appleyard 33 A First Line Supervisor's Safety Program.......... ... Alexander C. Rener 36 Safety Pays Off ................... . , . ................. ........................... Arthur J. Webb 39 Officers of the Electrical Equipment Section.................. ..... 42 Officers of the Public Utility Section........................................................................ 44 LEARNING TO LIVE . . . Learning to live--safe!y--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in sale attitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas tor helping others--and themselves-->to five, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which it bringing the continents closer and has made the earth a smaller world. \ud now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the hack page of each volume. Since die proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Counci!. THE PUBLIC UTILITIES SECTION THE ELECTRICAL EQUIPMENT SECTION This volume is a record of the sessions held at the 1937 National Safety Congress by the Electrical Equipment Section and the Public Utilities Section. The conduct of these Congress sessions each year is only one of the many cooperative activities, which the Electrical Equipment Section and the Public Utilities Section carry on in behalf of their members, and for the benefit of accident prevention work in the electrical equipment and public utilities in dustries generally. These sections give guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of electrical equipment and public utilities companies. The activities of these sections are under the direction of their executive com mittees, the members of which are listed at the close of this volume. ELECTRICAL EQUIPMENT SECTION IS "HOT" ELECTRICAL WORK NECESSARY? by W. ft. UPPINCOTT electric*! m*intMnce engineer, Chambers Worits, E. I, OuPont De Nemours and Co., Inc., Penns Grove, N. J. At ihe Chambers Works "hot work" is, "work in which energized parts of wires, bus installations, switches, starters or panels,must or could be contacted by hand. body, tools, or equipment while a potential of SO ualts or more is present." The definition itself is simple, but the ujccessfnL practical application is difficult. Too often, people who work on "hot" drcosts over the years fail to recognize when they might get into a hazardous position, ior example, in a crowded pull box. To work in a pull box, it u frequently neces sary to rearrange a jungle of wires to get to the circuit involved. The definition of "hot work" applies here when all circuits in the box must be shut down. Field experi ence is required by both supervision and employees to determine when the definition should apply. Electricians often feel that some energized work is unavoidable in their jobs. Eliminat ing "hot work" takes the "bravado" out of humdrum day-to-day work. The man doing "hot work" feels it sets turn apart from the ordinary mechanic. Too often he resists a change in his accepted way of doiqg maintenance. However, facts prove that "hoc work" is dangerous even for the most experienced craftsman. ELECTRICAL SAFETY RECORD LAGS IEHIND it is a generally accepted impression that the electric utilities have a good safety per formance. However, their accident frequency rate for 1954 through 19S6 was 7.69 injuries per million exposure hours, contrasted with the ebanicai industries* record of 3-57, and On Pant's safety performance of <X39. Naturally, not all electric utility accidents were dee to "hot work" but a greater pro portion of their work is done without de energizing circuits, and this undoubtedly contributes to their greater accident fre quency. In fact the Edison Electric Institute had 1Z2 fatal accidents in 1955 from the utility group. Electrical shock and bum caused 95 of these deaths. The Du Pont Co's, safety and fire protec tion division indicate that in the past 26 years, out of 21 electrical fatalities, 15 were the direct result of "hot work". Thirteen of the 15 fstalities occurred among qualified electricians. Can we be complacent if 62 per cent of the fatalities from electricity were among men supposedly trained and experienced? How is it possible to justify the continuation of "bar work" knowing that even the most earnest efforts will probably only delay the next injury? A review of the past 14 years indicates that during the first seven years (1943 through 1949), the Chambers Works had 147 per cent of the electrical injuries in the Du Pont Company. "NO HOT WORK" .An accident on the Chambers Works in 1948 resulted from using full potential to test an exposed, oil-immersed starter. A short circuit caused bums that hospitalized an employee for several months. To elimi nate such accidents, management established the policy of "Afo Hot IVorkn and told the line organization to develop a program for adhering to it. AU electrical work and methods were reviewed. Finally, it was concluded that proper plan ning could permit all necessary work with circuits de-energized, so that no production loss would result The "No Hot Work" rule was adopted and the practicability of the program has been confirmed. The cor rective action, both by its direct and psyebo- 5 W57 National Safety Congress logical implications, has been unprecedented in reducing electrical injuries on the Cham bers Works. Since the "No Hot Work" program began in 1950, no senous injury has been caused by electricity. However, this year a fatality did occur when a .mechanic disregarded tegulations and violated his foreman's spe cific instructions by working on an open starter without pulling the switch. Chambers Works is the largest Du Pont Company plant and employs more than 125 electricians including nine linemen and nine elevator mechanics. The facilities include Further, all activities and services must be coordinated to adhere to this basic policy The engineering department must design facilities to work circuits de-energized with out frequent and extensive shutdowns. Plant power divisions must carry out planned shutdowns smoothly. Management must provide needed elec trical equipment and replace hazardous in stallations. They should prepare a defense against the criticisms of short-range pro duction losses. PROGRAM miles of 11,000, 2,300, 550. and 110-volt outside electric lines, eight primary trans former banks. 35 secondary banks, and 100 lighting transformers. These facilities ser vice 552 buildings, having a total demand of 25,000 kilowatts. AN OVER-ALL PLAN Management must delegate responsibility for the program to direct supervision, and supervision should understand that a "'No Hot Work" policy does not mean simply shutting down each time electrical repairs are made. The program involves dovetailmg electrical repairs to coincide with planned production outages, and mainten- Normally, production areas demand con tinuity of electric sendee and are reluctant to accept shutdowns. Electrical maintenance groups also avoid outages. To eliminate "hot work" both groups must be convinced that planned shutdowns can be arranged Mice work should embrace all parts of the circuit involved. Such planning can avoid shut-downs for electrical work alone. Only those who know day to day electrical prob lems can develop a workable "No Hot Work** program. without production schedules. The change from working on energized electric circuits can not be made Quickly. There must be an "acceptance*' of the new way by alt levels of supervision in both operating and main tenance groups and the path must be care fully prepared. Line organization reviewed each part of the electrical activities with the following results: t. Certain shortconungs in the accepted voltage tester were found. Improvements were made for a positive, safe means of determining the presence of potential Rules On the Chambers Works, the approach to governing when and how this device should tiie goal of "no hot work" can be divided into four categories r 1. Management be used were outlined These improvements would have prevented several accidents in the past. 2. Program 3. Equipment 4 Education RUIIEft GLOVES, FUSES. LOCK-OUTS 2. Methods for the use, care and testing of robber gloves were developed, which \IAXAGMEXT .nefoded a monthly glove test in accordance with A.S.T.M. methods. The program is Plant management must desire safe per still in effect since rubber gloves must be formance above all else and actively sponsor used for potential testing and fuse pulling. the basic policy of "So Hot Work". Oper The regular test serves as a psychological ating supervision must understand that any thing can be shut down; that production can be scheduled to make op Cm* these inter ruptions. Maintenance departments must be convinced by management not to risk "hoc work" and to arrange their plans accord ingly. aspect of our overall satety program and as a regular raniader to use gloves the few times they are required, 3, Ways to remove and replace fuses were included so the clcctricaas would understand how each type of {< was to be handled. 4 The naznrr ul aw ricciririrwTs work on Electrical Equipment and Public Utilities Industries electrical equipment prohibits normally ac cepted locking-out procedures. Regulations for "blocking-out" electrical circuits were worked out with the safety department This system assign* two personal "blocking- out" tags to each electrician. These are used in addition to his lock when he is actively worlong oa the circuit. An "Out01-Service" tag is used to designate the condition of the circuit to other electricians. >. Frequent errors have occurred when 2300-volt disconnects were operated. The most prevalent error was opening them under load. The proppr technique for open ing 2300-volt disconnects was established and each man doing this work was given training. The procedures were clearly writ ten to avoid misunderstanding. ft, In the past we had experience with fuses exploding. Investigation and field tests found that the ability of the fuse to inter rupt a short circuit was being exceeded. The held tests included new devices not used on the Chambers works and they opened the test rircuit successfully. These improved types are now used and have proved their value in service, 7, An interim procedure "Electrical Work <xt Circuits" was formulated. This pro cedure defined the authority of each super visor for regulating work on circuits ac cording to the type of work and voltage involved. & The final step was to write a simple rule for work on electrical circuits--"No "Hot Work." These eight items were put into effect as they were developed. Each measure became part of the day-to-day working habits of the electrician and each in his turn condi tioned him so that there was minimum re sistance to the final logical step of estab lishing the "No Hot Work" policy. EQUIPMENT Expenditures were required to rearrange outside electric lines to reduce the area of shutdowns when circuits were de-energized. These facilities enabled maintaining primary transformer banks without extensive outages. A gradual replacement of hazardous ob solete equipment inside buildings was made and is still in progress. The man on (he job needs certain equip ment. Some items are basic, others help "sell" him on the program. Chambers Works electricians are provided potential testers, rubber glove* and blankets; "Blocking-Out tags and lock*, ohmmeters, "Out-Of-Servtce" tags, clamp ammeters, and "Meggers". The equipment needed in other plants may vary according to their special requirements. EDUCATION Although the electrical phase has been left until last, it is probably the most important The man on the job is the key figure in the success of any safety educational program. Since the electrician may resist changes m carrying out his job, he must be "sold" on the program, He was shown the "why," and in genera! worked in full compliance with the policy. HU respect for the hazard was developed and a discussion of what can happen has been the subject of con tinuous review. ' In addition, electrical supervisor* respon sible for carrying out the program were made to recognize hazards in "hot work". They learned the reason for the policy and helped develop every phase of the procedure. They learned how to plan, and shutdowns were held to a minimum, with ah possible work dope while the section was de-tner- gized. Under certain rare circumstances there may be a greater risk to de-energize equip ment than to do the work "hot," On these occasion* the work is reviewed by members of supervision (as set up in the procedure "Electrical Work on Circuits") so that proper safeguards will be established. Supervision responsible for production and maintenance established a sound working relationship. Since the operating supervi sion had to adjust their thinking to the new policy, they were kept fully informed as the program took shape. 1$ 'HOT'* ELECTRICAL WORK NECESSARY? Chambers Works electricians have em phasized that the "No Hot Work" rule is one of the greatest improvements in work methods they ever experienced. The compre hensive coverage given the subject and the improvements in equipment and replacement of facilities, have brought a feeling of co operative effort to make it fully effective. Based on previous experience, the Cham bers Works believes that "hot work" carries too high a price. Management has stated 7 2957 Notional Safety Congress that alter seven years of the "No Hot Work'* program, there was no notable loss in production and schedule* had beat main' tained. In fact. Chambers Works has had less forced outages now that maintenance work is done during scheduled shutdowns. As these remits are history, we feel safe ts answering oar subject question. h is practical and profitable to maintain the electrical facilities rat a large chemical plant without exposing personnel to cncr. gized rirciiits.dk THE HAZARDS OF RADIO TRANSMITTERS AND THEIR CORRECTION by HEAD H. CARD methods engineer. Long Lines Dept^ American Telephone 4 Telegraph co-, New York city When we think of the hazards of radio transmitters, our first thought is the danger of electric shock. The transmitter contains many bare conductors, bare terminals, bare parts of all kinds. There are many chances of shock from contact with, or arcing from, those conductors and parts that are ener gised with d-e or power frequency a-c There are chances of shock from condenser discharge. There are also chances oS bums due to contact with or arcing from con transmitters. This radiation in harmful quantities may be present at the open end of a.waveguide, or in or near the beam of a parabolic reflector antenna. Serious injury or death can result from exposure to this radiation. The distance from the amerma at which these effects are experienced depends oo the transmitter power but, within the beam, it may be measured in thousands of feet. ductors or parts that are energized at radio Other hazards of radio frequency energy frequencies. include the ignition of flammable liquids Radio transmitters are dangerous if not adequately safeguarded, because of the high voltages required for plate supply. Low volt age can be dangerous too when there are chances of low resistance contact with con ductor and ground, or when one grasps a conductor and cannot release it because of muscular contractions caused by the shock. One reason radio transmitters are haz ardous is because they must be entered for adjustment and testing while power is <w and the detonation of explosive materials, especially dynanute caps. Flammable liquids may be ignited by sparks such as at the openings of gasoline tanks. Dynamite caps can explode by energy picked up by leads arranged by chance in such a configuration as to stimulate a dipole with the cap at the center. As an example, a recent test indicated that * dynamite cap at the center of a hailwave length dipole would explode in a 20 milliwatt per cm* field at 900 me. The In dome people think that as tong as work stitute of Makers of Explosives has pub is done by experienced personnel, aware of lished safety practices for using explosives (he hazards and careful to avoid them, there m the vicinity of radio transmitter*. is no danger. But experience with radio transmitters a* well as other electric equip ment doc* not bear this out Experienced as well as inexperienced men suffer electric shock all too frequently. Besides electric shock and radiation haz ards, there are many mechanical hazards. Prominent among these are bums from hot tubes and cuts from fan blades. Sometimes doors hinged from the top are not ade A relatively new hazard is radiation from quately protected against falling. In a trans microwave transmitters, such as radar and mitter designed for safety all such hazards over-the-hori xon (tropospheric-scatter) are reduced to a minimum. Electrical Equipment end Public Utilities Industries THE EFFECTS OF ELECTRIC SHOCK the effects of electric shock on the hu man body must be understood to protect against electric shock hazards. The degree of hazard for different values of current sad voltage and for different frequencies must be considered in determining the ex tent of protective measures employed. Shock reaction varies greatly among in operating room where fibrillation often re sults from surgical shock. Much thought and research is being devoted to develop practical means of employing de-fibrillatlon in locations such as power and radio sta tions, But such means are not yet avail able. Therefore, once a radio operator suf fers shock from currents in the fibrillation range, he usually cannot be saved. dividual* and the effects are sometimes IONif VOLTAGE 15 DANGEROUS complicated or not well known. Conse- With power frequency currents in excess <pxntly. the values and effects discussed of about six amperes; paralysis of nerve here should be regarded only as generally centers sets in stopping breathing and heart indicative of actual conditions. action. If artificial respiration is started Ai power frequencies we begin to feel promptly and continued until the nerve cen currents tn the range from about OJ to ters recover sufficiently to rake over their a few milJampere*. Currents just above this normal functions, the victim may be saved, threshold of perception offer a degree of depending on other injuries such as hemor hazard, not because of direct effects, but rhages or severe burning. because they might cause a man to draw Volts of 120 at normal power frequencies back quickly and lose one's balance or strike can be dangerous causing asphyxiation or ome object ventricular fibrillation. Normally the hand The Second level is the let-go current the to foot resistance of the human body as raiue beyond which one cannot release a measured with low voltages may be as low conductor he is grasping. At power fre as about 1500 ohms. The corresponding cur quencies, this is around TO ti> 20 milli- rent is BO milliamperes. amperes for men, for women, somewhat Ira*. A little moisture on the skin, as from Most people can stand currents in this perspiration, and a "nodet-go" grip on a range for a short time without serious conductor could cause * possible fibrillation effects. However, with currents above 25 fatality. Even with dry skin, if the victim milliamperes, the victim "freezes'* to the circuit and severe muscular reactions make breathing difficult if not impossible. Death from asphyxiation may result if the circuit is not broken in a few minutes. freezes to a 12) volt conductor and no one Is present to break the circuit, he could die from asphyxiation. With wet hands and feet, the resistance of the body may be as low as 600 ohms. The current then becomes YENTIUCULAft FIBRILLATION 200 milliamperes and the dunces of fibrilla tion are correspondingly increased. The third level is an important current that can cause ventricular fibrillation. At values around 100 milliamperes to two or :hrce amperes of power frequency current through the chest, the heart loses its rhyth mic cadence and begins a quivering, uncon trolled motion that provides no pumping action. The minimum duration at shock muring fibrillation varies from a few seconds at 100 RiiUtaxnpcres to a few hun dredths of a second at the higher currents. The heart rarely recovers spontaneously from fibrillation. The normal beat cut be restored by applying counter-shock; de liberate application of sufficient current to stop all heart action white the current is flowing. This ts a practicable Procedure in the Now, how do these effects vary with fre quency? First let us consider d-c. For cur rents in the miiliampere range, the tolerable d-c current is about four or five times as great as the corresponding rms a-c current This applies to perception, let-go and the longer-duration low-value fibrillation cur rents. SHOCKS VARY WITH CURRENTS For shock durations of a fraction ol a second, with currents of one ampere or more; the fibrillation threshold approaches the a-c crest value. For bums or internal damage from heat, the effects of d-c would be about the same as those of rms a-c. Increasing frequency above the power fre quency range increases the current one cast 9 t?S? National Saftty Congress tolerate. For frequencies above 10 kc, cur rents of several amperes produce no muscle or nerve stimulation, only heat* Higher cur rents may cause severe injury or death from bums. Ia dealing with high power microwave transmitters, an understanding of the effects of radiation on the human body is helpful to minimize hazards. magnitude of the threshold is 100 milliwatts per cm*. But for exposure of the entire body, the danger level nay be a small frac tion of this figure. Until further and more definite data on radiation effects are available, prudence dic tates allowing liberal safety precautions in guarding against this hazard. It is proper in determining these safety factors to con The harmful effects are due to internal sider first, the lack of information on die heating of the body. There is no evidence pathological effects of the different field of ionizing radiation, such as X-rays or strengths and second, the possible Inaccura gamma rays, from such exposures. cies in field strength measurements or esti Damage may be done by localized ex mates. posure of the eyes and other parts of the body that are not efficiently temperature CORRECTION OF HAZARDS regulated by blood flow. Possible harmful Successful safety engineering of a radio effects include cataracts and damage to the transmitter is best accomplished by incor gastro-inlestinal and genito-urinary tracts. porating safety from the ground up as the Tests have indicated the threshold of field strength producing cataracts in the e>es of rabbits is around 100 milliwattu per cm* for an exposure of four hours to 12 cm transmitter is designed. To design without safety in mind and then backtrack and at tempt to incorporate safety is wasteful in time and materials and may be ineffective. waves. Similar figures for human eyes are For example, a transmitter designed for not available but it is believed they have the safety is arranged so that all necessary ad same magnitude. justments and voltage tests can be made DEATH FROM RADIATION Exposure of the entire body to radiation may result in injury or death from increas ing bodily temperature. Ely and Goldman exposed animals to 10 cm (3,000 me) waves. Their data indicate that; for dogs, the field strength corresponding to an in crease in temperature of on; degree C is around 20 to 30 milliwatts per cm*. A fur ther increase of five or 10 mitliwatts re sulted in several degrees additional increase in temperature and death to some animals. Barron et al examined personnel experi encing incidental exposure to radiation from without entering compartments containing conductors or pans ewrgwed at high volt ages. Sometimes provision for reducing voltage energization is made for parts tested with power on. For assembling cabinets, separate units in a high-power transmitter, such as trans formers, rectifiers, power amplifiers, and throughout all transmitters in the same sta tion, the same protective arrangements should be followed fo far as practicable. Such uniformity engenders safety since op erating forces can't confuse which cabinet has which type of protection. radar transmitters for varying intervals during the day for a six to nine month period. Field strengths ranged from four to 13 milliwatts per cm*. Changes in the blood composition were noted but the sig nificance is not known. No other effects were traceable to these exposures. Many papers on radiation effects have been published. These three possibly estab lish, in order of magnitude, the upper and lower values between which the thresholds of this hazard may lie. Considering only the formation of cata racts from localized single exposures, the SAFEGUARDS FOR EQUIPMENT The most effective protection for a trans mitter. except for lower power transmitters or tow-power stages of targe transmitters is a system of interlocks, supplemented by de vices that automatically ground high voltage wring when compartment doors are open. In a welt-supervised transmitter station the key-interlock is one of the most reliable systems of protection. Here's how it works: Before entering a compartment, the com partment door must be unlocked with a key from a lock on the power service switch supplying power to the compartment. Be 10 Electrical Equipment and Public Utilities Industries fore this key is released from the switch lock, the switch mass be opened. If the door is open, the key is seized in the compenman lock and cannot be obtained to dose the power switch. If more than one compartment is opened at the same time, there may be a key trans fer box attanged so that inserting the power service switch key in this box releases sev eral compartment keys. The transfer box Mizes the power service switch key until ail compartment keys are returned to this box. There are many variations of the keyinterlock to perform more complicated func tions. A key*interlock can provide reliable pro tection if no master or spare key* are available and keys within or between sys tems in the same region are oot duplicated. DOOR-SWITCH INTERLOCK Here's how the widely used door-switch interlock works: When a protected door to a compartment is opened, a switch in turn de-energizes power circuits controlled by the switch. In some cases all power circuits in the compartment may be de-energized; in other cases only the higher voltage Circuits. arrangement to ground high voltage circuits within a compartment when the door is opened In some instances all three systems, the key-interlock, door-switch interlock and automatic grounding system, are used in the same transmitter. An interesting and effective mechanical interlock system employed in transmitters operated by the British Post Office was de scribed by Wise and Seilwood Here a flexible shaft interconnects power switch, grounding switch and door locks. It is not unusual lo find a transmitter with arrangements to turn off higher volt age circuits, but with no protection against lower voltage circuits. Men often lower their guard when working in an interlock protected transmitter. They develop a false sense of security engendered by the idea the power is off. Shock from contact with lower voltage circuits still energized may result uniess these circuits are adequately guarded The well-designed transmitter has control circuits and fan circuits that are not de energized by interlocks protected from con tact by position, tape or plastic barriers. . OTHER PROTECTIONS Assurance that the power circuits con trolled by a door-switch interlock are off when a compartment is entered is qualified because a door switch can be easily violated Also, this arrangement may be unreliable because it depends on the integrity of aa electrical circuit and usually on the release of relays and contactors. The door-switch interlock Is often a sec ondary protection scheme to supplement a kcy-interlodc system. This is good to pro tect against failure of the latter. The door-switch interlock also may be used as the primary system of protection riit its weaknesses must be recognized and guarded against. The door switch should open the primary power supply without the intervention of a contactor or circuit breaker unless the door movement is pre vented by a locking device energized and actuated only after Use coodeter or cir cuit breaker is open. As a supplementary measure to either the key or door-switch interlock, the automatic grounding system is widely used An auto matic grounding system is a mechanical Same of the more important safeguards in addition to those already discussed arc; 1. Compartment sides or panels not pro tected by a primary interlock system are often welded or bolted from the inside so they cannot be removed without obtaining access to the compartment through a pro tected door. 2. Sherl-ctrmitifips shunts should be used to discharge high voltage capacitors, the shunts connected automatically when the compartment doors open. In addition, where feasible, permanently connected leakage re sistors should be provided across such ca pacitors. 3. Grounding sticks should be provided at prominent safe locations inside compartment doors to make certain that high voltage parts are de-energized before working in compartments containing such parts. 4. Any protection system should be so de signed that it will "fail safe." For instance, the electrical circuit of a door switch in terlock should be arranged so that if the devices lose power the system will still be safe. 11 1957 National Safety Congress 5, Door switch circuits should be simple, avoiding cascading of relays especially. Any relays required should be located or pro* fected so they cannot inadvertently be op erated by hand or other means while the compartment door is open. 6. lVtrt~gfoss panels tn the compartment door* or wall* enhance safety since they permit observation of meters, tubes and trouble conditions such as overheating and broken wire*, without opening the com partments. 1 LOWER POWER TRANSMITTERS Lower power transmitter or low power stages ot high power transmitters can have optimum safety, with minimum effect on maintenance and service reliability by con centrating on positioning, insulating and guarding energized parts to minimize the chances of inadvertent contact. These mea sures often give better protection than door-switch interlocks alone, which are likely to be violated and the protection lost The use of one-half inch mesh rigid piastre screens to cover the energized pans is sug gested. Sheet plastic with holes drilled in it is useful for guarding terminal strips and single equipment units. Such screens prevent inadvertent contact with the fingers yet permit insertion of insulated probes or tools for tests or adjustments. Any bare parts that cannot be protected in this man ner should be insulated or provided with separate guards. Adequate external controls and test points, permanently connected meters, effective warning signs, grounding sticks, and safe types of testing probes should be provided. These measures should be supplancnted by interlocks and grounding switches with cer tain voltages. Sometimes the main power switch is placed so that it is close by the person working on the exposed side of the transmitter. In other cases it may be placed out of view but arranged to lock in the open position, the key kept by the workman. Antenna tend-ins, current meters, and other parts that might present a hazard from high frequency burning should be placed or guarded so that they cannot in advertently be contacted or approached toe closely by personnel. It is also desirable to ground, directly or through static leaks, nearby fencing, guys, and wires that might be raised to hazardous potentials by induction. Also antennas and lead-ins that are out of service should be grounded to prevent bums due to high-fre quency induction from nearby live antennas. Arrangements should be provided for lock ing out and grounding high voltage an tennas and associated equipment when being used. When the antenna switch is opened the antenna is grounded with an operating stick. A warning sign is then locked in place over the switch blades to prevent closing the switch. The key to the lock is carried by the person performing the work. Antennas and lead-ins should be placed and constructed according to the require ments of the National Electrical Safety Code or such local regulations as may be in force, tn particular, crossing antennas and lead-ins with power lines, streets and railroads should be avoided except as per mitted by the code. To minimize the radiation hazard from the amcTBas at one over-the-horizon sta tion, each amema is surrounded by an eight foot fence of wire-mesh topped with barbed wire. The gate to each fence has a keyinterlock so the gate must remain closed if the transmitter supplying that antenna is operating. The fence prevents climbing the feedham tower and consequent exposure to the main beam. It also prevents recurring exposure of operating personnel to spill-over radiation in the area surrounding the an tenna. Beyond the fence in front of the antennas the field strengths are within the safe range to heights well over a man's head. Swampy wasteland extends in the direction of the beam to sodi a distance that structures that might extend above the safe zone are not to be expected. The most effective safety device is a careful, well-trained, safety-minded man. Station personnel must think and practice safety, not on occasion, but constantly. To achieve proper safety attitudes requires con tinual training, ever-present safety remind' ert, and management's day-by-day demon stration that it is sincerely interested tn safety. Only the very best in physical safeguards and the very best in safety performance by personnel will eliminate accidents. A 12 CONTROL OF HEALTH HAZARDS OF ELECTRICAL INSULATING MATERIALS by E. Q. ME1TER director. Industrial Hygiene div,, Employers Mutuals of Wausau, Milwaukee, Wis. Electrical insulation is a design factor of great importance and engineering signifi cance. It is absolutely essential to every electrical device and is the keystone to re liability of electrical equipment Experience has shown that most failures in electrical devices are the result of Insulation break down, caused by heat oils, aging or the presence of voids, and by contributing me chanical fatigue of the insulation by scrap ing, bolding or vibrational forces tn rotat ing devices, such a* motors and generators. I Resins of material or synthetic origin are ibe most widely used materials for electrical ovulating purposes. The early insulating materials consisted of natural occurring film forming gums dissolved in suitable solvents. These resins are relatively non-toxie and, therefore; introduced little or no health hazards into the electrical industry. The iraterial occurring resins, however, had insulation properties which left much to be desired. Consequently, there was a constant seardt for new and improved in sulating materials. About 50 years ago. Dr. L, H. Baeknland announced a phenoj-formaidihyde synthetic resin. This was the first synthetic resin used for insulating purposes and is still widely used. SYNTHETIC RESINS During the past 20 years, a variety of additional synthetic resins have been de veloped, which are used for insulating pur poses. as well as many other purposes. The more important ones are: vinyl, polyester, polyethylene, fluorethane, silicone and epoxy. These resin materials are now available in a great variety of formulations, depend ing on the properties desired. The published information available on the toxicology of plastics ranges from meager to quite complete. Adding to the meager side of the ledger is the fact that the plastics industry is progressive and its research chemists are constantly developing new formulations utilizing many chemicals for which the toxidty is not known. Since there are several hundred plastic formulations and the health hazard infor mation is incomplete, this paper will cover the health hazards of the electrical indus try in fairly general terms. The materials discussed serve mainly as illustrations and it is not intended that cnly those mentioned require special handling. Likewise, it should be understood that those not mentioned should not necessarily be considered non toxic. Judging from published information, the health hazards resulting from the plastics as commonly used for insulating purposes are not of an extreme nature. They can be controlled, in most instances, by the or dinary environmental personal and mechani cal protection methods used in industry today. The principal problems encountered ap pear to be dermatitis and sensitization der matitis. It is the writer's experience that more difficulty is being experienced at present with dermatitis from the use of epoxy resins than any others, consequently, this group of resins will.be discussed first. Among the resins used for electrical ap plications, the epoxies, a relatively new type of plastic are showing great promise. These resins are being used for the meapulation of electrical components as pottm; com pounds, adhesives, laminating coatings for doth, and as surface coatings for metals and electrical equipment. These resins are usually supplied in the form of two reactive components, the resin itself and the "hardener" or curing agent. Mixtures of these two are capable of trans formation at room temperature or moder ately elevated temperatures into solid in fusible substances. In practice the resin ts mixed with the hardener immediately before use and then applied to the desired point. 13 1957 Motional Safety Congress Electrical Equipment and PwWi'e Utilities Industries The potential health hazard from epoxy resins ts direct skin contact which may cause skm irritation and contact with the vapor may cause irritation of the eyes, nose and throat. The uncured resjn can cause skin sensitization in a small number of those individuals who some in contact with it, and dermatitis in others if the exposure is creat enough. The hardeners, which generally are amines, are irritating to the skin and the vapors are irritating to the ejes, nose and throat. They are both primary and sensitiz ing skin irritants. Everyone coming in con tact with them will develop a skin reaction if the exposure is severe enough. TYPES OF IRRITANT Because these resins are both primary ir ritants and sensitizers, it may be desirable to define these terms at this point A "pri mary irritant" causes dermatitis by direct action on the skin at the site of contact if permitted to act in sufficient intensity and quantity for a sufficient tune. Examples of skin irritants are strong acids and alkalies. A "sensitizer," on the other hand, does not cause demonstrable skin changes on first contact but it may affect the skin so that after five to seven days or more further contact wilt cause dermatitis. Examples are poison ivy, formaldehyde and certain syn thetic resins. Primary skin irritants may also sensitize persons exposed to them so that they may develop dermatitis from low concentration which would not have affected them before sensitization. The matter of skin sensitizations by an epoxy resin is well illustrated by a derma titis case that recently came to my atten tion. An employee applying the catalyzed resin broke out with a typical epoxy resin dermatitis. He admitted that he had been careless and contaminated his skin. In short, he h^d sensitized himself. He was treated hy a doctor and returned to work. The superintendent of the plant was well aware of the dermatitis hazard due to epoxy resins and placed the man on another job away from further exposure. His condition improved daily until he was nearly cured. The employee then became dissatisfied and wanted In* old job back. The superintendent, against his own better judgment then gave in and returned the man to his original job. The story is short. He worked just one day and that very night his dermatitis broke out again. It now not only reacted on his lands, but spread, run ning up his forearms. The moral is obvious. Once one becomes sensitized to the amine ratalyst he must stay away from further ex posure until completely cured and then dou ble his precautions thereafter. PREVENTIVE MEASURES Some bad practices which may cause or aggravate cases of dermatitis are: wiping contaminations from the skin with dirty rags impregnated with solvent and resin; wiping perspiration from the face and neck In hot weather with contaminated hands or rags; failure to wash hands before touching other parts of the body. Therefore, it is important to adopt preventive measures as outlined below. i Supervision Close supervision is essential to make cer tain that the employees follow the necessary safety precautions. It is not enough to say we have provided the necessary control fa cilities, and let it go at that. The individual worker should be trained by ait experienced person to use these resins and hardeners and taught that traces of resin on work tables, floors, chairs, ma chines. door handles, pencils, clothes and shoes may be the source of skin inflamma tions. Avoidance of Skin Contact Direct skin contact especially should' be avoided. The most positive means of pre venting skin contact is through the process of mechanization. Mixing the components and pouring the uncured resin can be me chanized to the point where skin contact is minimized. In cases where manual handling is necessary, impervious gloves and/or bar rier creams, aprons and sleeves should be worn. ; Before work commences, paper or other disposal covering should be placed over all work surfaces to catch resin drippings. These disposal coverings should be placed in suitable containers as soon as Lite work is completed for the day. Contaminated rags should be handled with gloves. I N H 9 I I Toots should also be cleaned. The sol- vents most effective for epoxy resin removal I 14 are usually flammable, and should be stared in safety cans. It is important to avoid tkin contact with these solvents as well as the resin. local Exhaust Ventilation In general ventilation is secondary to the need of preventing direct skin contact of the ikin with the resin, hardener or solvent. However, local exhaust ventilation should be provided wherever volatile components are present during weighing, mixing, pour ing. and curing operations. The need for ventilation depends somewhat upon the type oi hardener used, and its volatility. Some curing operations may not require local ex haust ventilation, provided they are per formed in a large work area which has good general ventilation. U^ajhittg Up Solvents should rarely be used for remov ing resin stains from the skin. U in certain instances it is absolutely necessary, the sol vent should be fresh, and not contaminated with resin. Thorough washing with soap and water at frequent intervals should be stressed. Several hand-cleaning compounds specially designed for epoxy resin removal are now on the market and should be of help in washing up and thereby avoiding die use of solvents. Medical Treatment If dermatitis does occur, a doctor's care is advised. The sources of a dermatologist is usually the most effective. POLYESTER RESINS The term polyester covers a wide range of materials that have one thing in com mon, the copoi>-merizauon agent employed. For electrical insulation monomeric styrene is sometimes used. This is comznonly poly merized with organic peroxides. Normally the polyester portion of this thermo-setting resin is not much of a prob lem. However, the styrene portion presents both a potential dermatitis and inhalation luzard. Gloves and aprons of nonsoluble plastic should be worn where splashes or contact with the styrene moootner are likely to occur. Both the styrene liquid and its vapor when in sufficient concentration are irritating to the eyes and respiratory tract. Prolonged exposure to high vapor concentration is capable of producing systemic effects. Under certain conditions, therefore, down draft ventilation is desirable for the taping operations following the impregnation of the coil with this resin. After the coils have been removed from the impregnating cham bers local exhaust ventilation to the outside of the building should be installed for re moving the styrene until the coils are cool enough to be stored in a cold chamber, wltich also needs to be ventilated. Where catalysts, such as, methyl, ethyl ketone peroxide and benzoyl peroxide are used, skin contact must be avoided because those materials are also skin irritants. Due to the fact that these catalysts are active oxidizirfg agents they must be stored and handled with extreme caution to avoid fire* and explosions. Another word of camion--in no case should accelerators, such as, cobalt, naphthenate be mixed directly with the organic peroxides, since such mixtures may decom pose violently. .PHENOL-FORMALDEHYDE RESIN Although some of the polyester formula tions are not considered classical dermatitis producers, we find that a potential hazard exists when employees remove the cured resin from the skin with a solvent such as acetone. As a preventative, it has been found helpful in many cases to provide a water soluble barrier cream for application before starting work. Since the cream is water soluble, the need for the solvent is nil and a potential secondary dermatitis haz ard is eliminated. Phenol and formaldehyde combine in the presence of a catalytic agent to produce phenolic resins. This resin is a non-conduc tor of electricity and widely used for elec trical insulation purposes. It is available in both solid and liquid form. The constituents of this resin either in liquid or powder form are loosely combined until the resin has been cured by heat into an insoluble state. The parent constituents of the resins phenol and formaldehyde, are capable oi producing skin and respiratory irritation. These resins give off more formaldehyde when heat is applied. In a poorly ventilated 15 1957 National Safety Congress *re* these fumes may have an irritating effect on the mucous, membrane and eyes. Formaldehyde often acts as a sensitizer causing dermatitis after repeated exposures to the uncured resm or its vapor. As used in these resins it ordinarily does not cause systemic effects. PREVENTIVE MEASURES 1. Suitable measuring containers, scoops, etc- should be provided so that the resins are handled without skin contact. 2. Where formaldehyde fumes are strong, suitable hoods and exhaust fans should be installed. 3. Workers who handle uncured resins should wash exposed skin surfaces fre quently. The keynote of dermatitis pre ronton is personal cleanliness. Con taminated clothing should be removed immediately, and cleaned before using again. 4. Workers should be required to report skin rash so that they can be referred to a physician familiar with this type of condition for prompt treatment. rETRAFLUOROETH/LENE RESIN Because of the unique combinations of electrical, thermal, and mechanical proper ties, tetrafluorethylene resin (DuPont trade name Teflon) is used extensively by the electrical industry, particularly in insulation tor use at high frequencies and high tem peratures. Teflon does not produce skin irritation. Dust, such as may arise from unheated molding powder is also innocuous. However, when Teflon is heated above 400* F small quantities of toxic compounds are given off. Consequently, adequate ventilation must be provided on operations where such tempera tures are maintained. Cigarettes or tobacco should not be carried into areas where they could become contaminated with Teflon, be cause the polymer decomposes during smok ing and the fumes would be inhaled. Polyethylene Resins High electrical resistivity and good diele:trie characteristics, particularly at high fre quencies, have made polyethylene an impor tant material in electrical insulation; as far as 1 am able to determine these resins are inert physiologically. Finyl Resins One of the initial uses of vinyl chloride rcstn was for electrical insulation. As a wire insulation it combines excellent elec trical properties with fire resistance, abra sion resistance and ease of installation. The unplasticized material t* free from any es sentia] toxic hazard. Stlieone Resuts Silicones have good electrical properties which are maintained at elevated tempera tures. Silicone rubber meets the require ment for extruded insulation and insulation tape, both supported and unsupported. Sili cone resins used in combination with inor ganic materials, such as, glass, mica, and asbestos provide operation of electrical equipment at high temperatures. Other uses in the electrical industry include dipping and impregnating varnishes and cloth-coat ing varnishes. The silicones as a group have a low order of toxicity. They are essentially non-volatile and are physiologically inert and present no hazards. Cases as Insulating Materials The more important gases used for in sulation against high voltages are the freons. sulfcr-hexafiuoride, and the fully fluorotated compounds, su.h as, octafluoropropane. They are reported to be non-flammable and non toxic. 10 | PIBLIC UTILITIES SECTION 4 REDUCING MOTOR VEHICLE ACCIDENTS IN PUBLIC UTILITIES THROUGH DRIVER CONTROL 1 by D. A. WEAVER professor, Motor Fleet Training Program, Public Safety Institute, ( Purdue University, Lafayette, tnd. At a National Safety Congress it is natural to expect new ideas and approaches. Vet the fundamental principles of increas ing management control of driver perform ance have been raoght for years. You all practice them. None of us operate without some measure of management control ex erted over the actions of oar drivers. We are concerned then, in this topic, not with new but with old Ideas: we are concerned with re-evaluation and more sharply defined efforts along old and proven paths. I shall isolate five basic fundamentals which make op management control of driver performance I shall be concerned not with asking yott to do something differ ent, but rather with asking you to do the same things better. Have we in this past year improved oar application of these basic ideas? Unless each year sees improve ment in oar ase of these basic controls, we are not working at the driver aspect of our safety program. Admittedly, oar ose of these five controls is imperfect. Driver control means that we deal with human factors--the greatest cause of all types of accidents, vehicle accidents and otherwise. We deal with factors as variable and unpredictable as human nature itself. CONTROL DRIVER SELECTION Despite this fact, the basic controls of these human factors are definite and tangible even though imperfect Let's not be con fused with the imperfections, but rather let's grasp that driver control does consist of definite and tangible pathways. Let us make each year yield a measurable improve ment in the use of those pathways. We all have some way of choosing drivers. Papers, speeches, and printed materials have been thrown at us on this subject. Rather than new knowledge, ask yourself a ques tion: "Have f improved my techniques of choosing drivers in this past year?" Unless you have worked at sharply defined improve ments, a specific and tangible tool of acci dent prevention has been ignored. Has intelligent use been made of bio graphical data on the applicant? Are your physical exams based on standards and the use of physicians who know your need? Do your procedures permit the handiest man to operate your power equipment rather than those specifically authorized? Is driving competence evaluated in your service people who drive incidental to another job? The topic of driver selection has distinc tive features in Publie Utility companies. In the first place, most publie utilities have a low turnover rate, a helpful factor in any safety effort--if it is utilized. Second, you hire for a variety of jobs in which operat ing a vehicle is incidental to other work. COMBINE DRIVING SKILL TO JOB Your task is to incorporate driving com petence into the job descriptions, job re quirements. hiring procedures, and promo tion practices of your company. And you have a third feature in a variety of power equipment--cranes, trenchers, trimmers, ex cavators, diggers, bull dozers and cats. Choosing operators for this equipment is a training task not a selection task. In my contacts with public utilities, the opinion was unanimous that these jobs did not require extraordinary mental, or person ality, or physical traits. Rather, you needed a man with proper driver qualifications and then give him experience and training on the specialized equipment he is to operate. 17 1957 National Safety Congress * Choosing operators of specialized equipment When was the last time you sharply de is thus more a function of training. fined an item of training and put the burden So we have glanced at a pathway, a con* trot, the control we call driver selection. My point is not new knowledge. My point is that we should recognize selection as a tangible and definite control, and our safety efforts each year should include sharply defined efforts to use that control more effectively. L'nless we consciously assign ourself this task, we are ignoring one facet of our accident prevention program. of training on your supervisors? You can't tell your supervisors to train all their men to drive, but you can tell them to teach their men to position their vehicles so that they never hack up except when absolutely un avoidable. Perhaps as much as threequarters of all backing is unnecessary. Cut down unnecessary backing and you cut out a lot of backing accidents. If we ask for a training budget, or time DRIVER TRAINING on the clock for training, most of us will get little support for training from manage We can glance at a second control of driver performance--training. This idea is old and deeply imbedded in our mind. Of alt the tools of accident prevention, training is the least used and last undertaken. This is a pity for training can often yield dra matic reductions in accident frequency. I point to the U. S. Post Office department. Here is an operation of thousands of ve hicles operating all over the natioa Civil service procedures precluded any revolution in personnel or procedures. In a huge bureaucracy, fundamental safety con trols could only be applied slowly. Out training could be applied immediately. Their training program was not high powered; training was done by those persons most readily available, few with any background experience. But that training cut accidents in half and slashed accident repair costs by three-quarters. Training holds a standard of performance before your driver's eyes, a standard which he is challenged to reach. Any man does better if he clearly knows wlint is expected ment. Out we don't have to ask for money, at least not as a first step. We can start doing a better job of training without first getting approval of a budget. My favorite example is the brief and potent bit of train ing tint can be done with a brake detonator. You can do a job of teaching and demon strating in 20 minutes with 20 men. though it deserve* more time. All safety men know of this device and know how quickly and interestingly it teaches facts of braking distance, speed control, and following dis tance. I've never met a safety man wlo wasn't impressed with the teaching quickly conveyed by a detonator, but I so seldom meet a safety man who took the time to use it on his drivers. Yes, we can do a better job of training even in present circumstances--both training the new man and continued in-service train ing. The primary failure is intellectual-- that we fail to define short and specific training projects to convey a specific train ing item--that we fail to seek a method, a medium, an opportunity to present it, of him. Training gives knowledge; it im IMPROVE RECORDS proves skills; it changes attitudes--but more A third control is our record system. important our people respond to an aware Each year conscious efforts should be made ness that management is putting time and to get better data and get better guidance effort on safety instead of just finding new from it Personnel records and accident way* to tercam, "My Goodness, be careful.'' records identify sore spots and give insight cur our backing up into cause and cure. In addition, those of us who can keep the same driver on the Why don't we train more? fs it time, same piece of equipment cm make tremend money, lack of competent supervisors, lack of skill ? Yes, it is all of tkce. Inn the primary failure is intellectual. In the huge mass of things that can be taught, we fail ous use of vehicle records. In this case, the vehicle record can be pinpointed in driver responsibility and reveal wherein a specific driver needs certain specific training. to identify in our mind those one; two, or Record* can be very simple or quite ela a dozen thing* that can actually be dooe in borate but each year should see conscious the present circumstances, effort to use them better. We all have some IB Electrical Equipment and Public Utilitiei Industries means of keeping personnel facta and we ill have some means of keeping accident information, and some of us have vehicle records that can be used in the driver con trol program. Perhaps we can improve the Accuracy of our records? GATHER. STUD/ OATA Do bangs and dents appear on vehicle*-- and even minor accidents--and no one knows who did it? In a large operation perhaps <he problem is to gather the data, or to uicmble it for summary and analysts. Or perhaps we can improve by studying our records and not permitting the collection of facts to become an end in itself. For ex ample. a hasty glance at records in one large company revealed a driver with seventeen accidents in one year. Records even in large operations are fre quently misused, in that the facts of each accident are considered apart from the whole picture. Any one accident should produce a review of all aspects of our control pro gram. Records can thus give us the means of constant re-evaluatioa of all die controls, methods, and procedures of our accident prevention program. 5j far we have spoken of three old familiar ideas--selection, training, and rec ords. These fundamentals are specific and tangible, even though imperfect. New ideas develop slowly and are applied even more slowly. Our work in safety consists in truth of constant improvement in these old and basic ideas. MOTIVATION IDEAS A fourth control is our use of motivation techniques. These are the teams, contests, posters, awards, bulletins, letters, prizes and numerous other gimmicks and techniques that have proven so effective Do your motivation techniques need renewed imagi nation? Are they effectively administered? [$ their cost consistent with the results >xm gain? Are they conducted with leadership with a true response of challenge, competi tion, belter effort, and higher morale? Are they regarded by your drivers as rewards of merit or rewards of luck? Are you stuck with an ineffective "give array" program that yoo have neither improved or abolished? Arc your motivation tech niques a mere collection of gimmicks, tricks of the trade, or have you rciiewed la your mind a more sound philosophy of human nature and human motivation which is more deserving of desirable response from our drivers ? Motivation techniques are the oldest tool of accident prevention, but the need for conscious effort at improved use remains a constant challenge. The fifth control is the whole area of improved management and supervision. This means all those thing* that enable u* to do the other four things I have been speaking of. It is based on the cliche of our business that safety is an expression of good manage ment. It is otherwise expressed that safety is not added on to company operations but is an integral part of company operation, or that safety is a by-product of correct operation, or bluntly, that you can't have safety in a sloppy operation. IMPROVE MANAGEMENT Anything that improves safety improves management and, vice versa, anything that improves management improves safety. That's why every study shows that effective safety efforts prove to be merely a part of efficient, "cost-conscious management. Im proved management and supervision open an unending vista--job descriptions, safety analysis, job requirements, human relations, company organization, industrial relations policy--these and numerous other aspects of management are part of safety. We find that safety, especially control of human factors, requires an alert eye on almost every aspect of the business- We must have an alert eye for policies or prac tices that are actually unfair, or are re garded by the men as unfair. We must spot supervisory practices that cause con flict or poor human relations. UNLIMITED SAFETY FACTORS Company policies and procedures relating to labor affairs, to discipline, wage adminis tration programs, vacations, promotions-- ait almost unlimited list of factors which can lower efficiency anywhere in the organi zation come under consideration by the safety director. Thus we see that control of driver per formance is made up of basic and old ideas, that new applications and constant Improve ment must be the aim of the man dedicated 19 1957 National Safety Congress to safety- These fundamentals are thins* almost as tangible as checking and repair ing a leaky valve or a set of brakes. We at Purdue, in cooperation with the National Committee for Motor Fleet Super visor Training, offer a five day short course based on these five fundamentals. The course is available at approximately 30 universities around the country. Improved driver control results from conscious effort to improve your methods and procedures in using these troll A 345 KV. HOT LINE MAINTENANCE by W. P. CARTE* superintendent of transmission, Appalachian Electric Power co, Bluefield, W. Va. Tn this country we have had to meet the obligation of ever increasing power demands by resorting to higher transmission voltages. AssoHated with the higher voltages is a greater demand to keep the transmission lines continuously energized if we hope to maintain a high standard of service. Since it is obviously necessary to perform work 00 these high-voltage lines from time to time because of damage that may be in curred by windstorm, lightning and other hazards, it is necessary as a part of mainte nance work that these lines should not be de-energized to perform such maintenance work. While hot line maintenance is not new, the problems associated with it are not so well standardized that we can apply the hut that this work is probably less hazardaus than is sometimes practiced at consid- erably lower voltages. Of course, extreme care is mandatory but by recognizing the hazards and with adequate equipment, hot tine matmenanre work at 343,000 volts is as commonplace with us as is the use of rubber gloves for distribution voltages. Tools and equipment used for somewhat lower transmission voltages were not adapt able for working transmission line con ductors of 1.7S inch diameter, weighing ap proximately 2.1 pounds per foot and requir ing the added lengths to provide enough insulation to assure absolute safety to workmen when working on 343,000 volt tines. Longer and stronger sticks were necessary. practices that are common at lower voltages STICKS PROVIDE INSULATION to the higher transmission voltages. This Twelve feet ss now the minimum length involves not only electrical hazards but me for these tool sticks and workmen keep chanical as well. Each time we adopt a their hand* within four feet from the end, voltage higher than that which has pre allowing eight feet of stick between them- viously been maintained by hot line prac selves and the metal tool. Sticks of this tices. w most proceed with caution, since length become unwieldy and require skill mistakes or lack of recognition of the haz to manipulate them; all the while the work ards may have fatal consequences. men must remain at a safe distance from CONSIDERED LIMITATIONS , In 1947 during corwmrfriofl and field test ing of experimental lines, we, together with our associated companies, began consider ing the limitations of working the contem plated 345,000 volt lines and stations with wood-stick insulated tools. There are still many who fee) that work of this nature is too hazardous for routine maintenance. But we believe that we have not only developed methods feasible for routine work the conductors while standing on steel frame structures IQ0 feet or more above the ground. When replacing insulator*, sticks are used both to provide insulation and to carry the load of whatever they are applied to. For this purpose lift and jade sticks have to be longer and of greater mechanical strength. Two lift Sticks are used for holding the conductors on tangent towers and one jack stick on dead-ends to take the line tension. Lift sticks are designed for a breaking toad 20 j 1 , , Electrical Equipment and Public Utilities industries of 6w300 lbs. each and the jack sticks for 16,500 lbs. each. The electrical hazards are not difficult to surmount as long ss these hazards are rec ognized. Obviously it is necessary for work men to remain a safe distance sway from the energized tines. We know that these voltages will flash over distances in sir equivalent to about one inch for each 10,000 volts; thus the voltage will flash over a distance of nearly three feet between con ductors. POS5ISLE HAZARD Op LIGHTNING Sinre the nominal voltage to ground is about 200 Kv., It will flash over about 20 inches to ground. To these distance* must be added a safety factor because of switch ing surges and lightning which are much higher than the normal operating voltage. We do not attempt hot line maintenance work in inclement weather; but if a sudden dectriol storm catches you on the job protection may be required from fairly high voltages. If lightning strikes a line even though it may be some distanre away from the work area, and causes a circuit breaker to operate, it is possible to get Two to three times the normal line voltage, which could be a million volts phase to phase or about 600.000 volts to ground. Hot sucks are normally rated 73.000 volts per foot as a top safe limit so that if a switching surge should occur having a volt age of more than 2y$ times normal, the hot sucks would be stressed to the maximum limit of their razing. Switching surges rarely reach this magnitude, but we must be prepared for the wont. An added precaution against the possi bility of overvoltages occurring due to breaker operation while work is in progress consists of having these circuit breakers changed to manual control for reclostng. If a line should drop out while work is in progress, there would be a five-minute de lay for which a hold card is placed on the control switch before the line is re-ener gized This provides enough time so that workmen can be in the clear before the line is re-energized Another hazard whi *h Is not *o comtrtpnly recognized but which may be of equal importance is the fact that at the higher voltages the space between con ductors and towers becomes charged with electricity. If a workman should be within this field, and adequate precautions are not taken, he could, by coming into contact with (he tower, receive an electric shock that could so startle him that he might be in danger of fading. This could Happen if a man were standing on a dry wooden ladder which was sus pended from a crossarm when he ascended the ladder and touched the tower. This haz ard is eliminated by the use of alui-raman (adders and by having workmen equipped with shoes having conductive soles. The combination of the metal ladder and conductive soled shoes eliminate* the static charge from the workman's body so that he feels no effect from the charged electric field. Thus, the use of metal ladders is mandatory at the higher voltages whereas a few years ago at lower voltages, their use was prohibited- KATfORMS USED fn the performance of replacing defective suspension insulators in a tangent assembly, platforms are a convenient aid for pilling and driving die cotter keys. We, therefore, proride wooden platforms that are at tached to the tower at such a point that the workman standing thereon will be within working range of the conductor end of the assembly. Since in this position a man is in the charged electnC field, the platform is equipped with copper braid tacked on to the standing surface and bonded with the hard ware of the platform so that it is grounded to the tower. In performing this work con ductive soled shoes also are mandatory. Additional safety precautions must be observed prior to performing 345 Kv. hot line work. Moisture on hot sticks renders them semi-conducting and therefore no hot line work can be done in. inclement weather. The weather conditions must be checked not only in the vtdsuty in which the work is to be done but also in the whole area through which the line extends. A sudden rain or lightning storm could require aban donment of work that is in progress in order to protect the workmen. In addition to stick work ott 345 Kv., we are successfully washing and cleaning in sulators on voltages up to and Including 21 19ST National Safety Congress 345 Kv^ with * high pressure water jet. Safety precautions necessary m such opera tions are as follows and must not be over looked. First* the water must be of a high resist ance; sufficient to avoid e/ectric current leakage into the stream once it is directed against the insulator. Second, the noaale and all other necessary equipment Such as the pumper, pump truck, ladder truck, lank truck, etc, must be se curely grounded at all times. Third, ihe nosale operators must stay and remain a sale distance away from energized equipment Fourth, prior to actual washing, a rest should be made to determine the resistivity of the water you propose to use. We con sider 1200 ohms per cubic Urh as a mini mum resistance for washing insulators hot, To double check this test and to be doubly sure there i* no current leakage in the stream, taking a bit of additional time, you mount a piece of sheet metal 12 inches x 12 inches at a convenient point on a de-ener gized bus with a hot clamp arrangement. Then, place the nozzle in a fixed position ungrounded with the stream directed against the plate; then, energize the bus. The leaking current is measured with a milii-amperc across from the nozzle to ground. If the current in the stream ex ceeds 3 miUC-amperes, we consider the water too low in resistance and unsuitable for washing insulators hot, idfc. THE DEVELOPMENTAL METHOD OF TRAINING FOR SAFE POLE CLIMBING "YOU LEARN BEFORE YOU GO ALOFT" by LOWELL S. ORTH area Installation supervisor. Southwestern Bell Telephone co., Dallas, Tex. Some of us believe safe pole climbing equipment has kept better pace than sale pole climbing training technique or safe pole climbing supervision. The pole climbing learner has problems. Men are fearful of learning and fearful while learning. Con sequently, learning progress is sometimes slow because of such fears. Their legs do not set right Some get off the ground before they are prepared. Fatigue, lack of physical development, cause accidents. New men have questions. Gaff cut-out often can not be accounted for. The -instructor has problems. Men who climb acceptably have had difficulty in safely sharing their skill with others. The trainer finds as many methods being used as there are trainers. Sometimes instructors of pole climbing change methods between men. Others change approaches during the course of training a single man. We were asking the men to leave the ground before they were prepared to do so. 22 Leg control was uncertain. They were not sure what we wanted them to do, or how they should do it. They would try to climb like the instructor, but it didn't work. Some were fearfuL Others fatigued easily, and rut-OUts occurred 1 became concerned, be cause (he (raining approaches were geuing out of control at times, and responsibility for the safety of the trainees was causing considerable personal concern. LEARNING TO CLIMB ON GROUND One of my hobbies was pistol shooting, f knew that a pistol shooter could teach another to hold a pistol, to aim a pistol, to squeeze the trigger properly without firing a shot; and when live ammunition was placed In the gun, a creditable job of shoot ing was done Isom the very start. If men on learn to shoot creditably u4ih- out firing a shot, why couldn't pole climbing be taught before leaving the ground? Why not tell the trainee about before he Electrical Equipment and Public Utilities Industries starts? Give him the baste detail--permit him to practice. Develop muscle, develop teg control, strengthen the wrists and hands, loosen the hips. Know exactly what must be done and do it before leaving the ground. Also, why not permit some over-learning --develop habits through repetition, fortify utd discipline the trainee on the ground >o pole climbing would be easy when he leaves the ground. For pistol shooting, we picked up empty tnilk bottles before matches--sometimes be ginning two weeks before shooting. We extended the shooting arm out straight for several minutes. The next day we added water to the bottle. The third day, we added more water, and so on until the bottle was full of voter. When the heavy target pistols were Picked up in matches, they felt light. Baseball players pick up two and three baseball bats to swing before they go to the plate and then the bat they use seems light In keeping with this same idea, teg strok ing is carefully and repeatedly done until the trainee moves his legs from habit. It becomes difficult to do wrong. At first, we had difficulty selling the Idea of learning to climb poles on the ground. But we have teen an expert swumnet, stom ach-down on a kitchen chair perfecting a stroke. Expert golfers get out in the back yard with cotton balls. Fighters, boxers-- m who do not fear other men, spend days with a punching bag. Dummies and false lines of stuffing and wood are found on fjot. bail fields. Flying is taught in the (in': trainer on the ground. It should no: it unusual to anyone if we choose * ..ich safe pole climbing ox the ground. Most new men have difficulty r- ng where each gaff should go into a pole. A.o, a question usually u asked concerning the proper distance or angle between the gaffs or feet There is a definite target no matter what size the pole; and the distance or angle between the feet can be forgotten. We explain what and why. The emphasis is ea descent We do not descend in the same manner as we climb. Descent is an altogether different procedure. Men have often experienced gaff cut-out and accidents on taking the first step down. The very first step is descent gives trouble because descent has not been taught Teach proper descent and the problem no longer exists. Fail to teach descent and the trainee is in trouble, when the first step down taken. You have seen men freeze after climbing. They can't move. Why? They have never been taught to go any direction but up. An extension ladder has often assisted in get ting men, who have not been taught descent, hade down to the ground. If descent is not taught, leg stroking instead of dropping will be done during descent--leaving an opening for an accident at any time because of lack of leg control and tendency for the gaff to miss the pate completely. EXPERT SUPERVISION NEEDED Often unsafe procedure results in gaff cut-out--whether or not there is personal in jury. When these cut-outs occur, no-one seems to know what happened. Ask- the trainee or experienced lineman what hap pened. He will say "My gaff cut-out** Ask what made it cut-out. He will reply "I don't know." Ask a fellow workman who may have seen the gaff cut-out. He will say "1 don't know." Ask instructors or foremen what happened, and the reply will often be ** I don't know.** We need foremen, who supervise climbing employees, who know what can and docs cause cut-out. We need foremen who can see, in a split second, what can cause cut out. We need foremen who can spot an unsafe habit in a moment's observation. We should be able to ask what happened and get a real answer. . A foreman who U fa miliar with the necessary detail can tel} all about a lineman's basic habit in a very small climbing sample. A few steps up--a few steps down. Some foremen do a fair job of noticing unsafe procedure, but do not seem to know what to do about it when it is observed. A lineman may not be at home on a pole; or moves as if he is afraid. Something Is wrong about the leg stroking. The whole job is done questionably and awkwardly. Cut-outs sometime occur. Ask these foremen what they intend to do, or are doing, about the nonstandard procedure. They don't know what to da Perhaps a poor habit could he corrected in fifteen minutes. Why postpone correction until after the accident occurs? 23 1957 National Safety Congress You cast begin as soon u unsafe procedure is noticed. Approximately 18 hours of training are spread over a five-day week. If schedules are followed, as much can be done in 18 hours as is sometimes accomplished in 40 hours, and more safely. Do not be tempted to cut the recommended schedule short to get men off the ground more rapidly. It takes time to derelop what is required to climb poles safely. Before going aloft, important ideas about climbing and descent must be understood. Leg muscles require development. The wrists and hands require development Leg control must be developed. For these reasons, the approach is called: "the developmental method of training for safe pole climbing." The developmental method ot training tor safe pole climbing is: S-/*~ Gaff cut-out while teaming is nearly un heard of. Most training is done on the ground--all within five or six feet of the ground. No fear exists OF LEARNING or fear WHILE LEARNING. The con fidence that prevails from the very begin ning of training encourages progress. Mus cular conditioning and climbing skill is developed BEFORE going aloft. Efficient-- Now, 18 hours can do what used to be done in 40 hours. Less physical exertion is required when proper technique is used. Training in Descent-- A SUGGESTED TRAINING SCHEDULE Hours First Day (Practice WITHOUT climbers) 1 hr. A-if. 1 hr. P.M. 2 Second and Third Days (Practice on the ground WITH climbers) ......................1 hr. A.i. Men are not only trained to "climb*' poles, but are given adequate instruction as to how to come down safely. Anticipates Problems-- Difficulties of men who have never climbed poles before are explained The ideas and the reasons for operations which give learners the most difficulty are given trainees in advance of the time they are needed I hr. P.M. Fourth Day (Climb to five or six Feet) .......... 2 hrs. A.M. Z hrs. PM. Fifth Day (GRAD UALLY progress to top of 25-30 foot poles) ................... up to 8 hrs. 4 4 8 Objective-- The technique makes allowance for the normal physical and emotional differences in men: Often men are observed to climb exactly like the instructor who taught diem. The developmental method is objective in that if is generally impossible to tell WHO taught them. The basic climbing habit they 18 After the fifth day, most men will be at home on poles and will have acquired the buic cvnililiaaiat ml technique to fortify them against cut-out--permitting them to learn and continue to climb without an acci dent ^ Knowledge of the dfctait described in the instructor's manual will equip line foremen to observe readily unsafe climbing habits, and to correct them effectively. Foremen will be equipped to do observing and correcting. The success in these two abilities makes the approach exceedingly val uable to men supervising safe pole climbing activity. have learned is not related to the personal and sometimes peculiar climbing habit of the instructor. Each man climbs as he should climb. Stcienti/te-- At first glance, the thought of teaching another to climb poles "without leaving the ground" might not appeal. However, more than 90 per cent of pole climbing training can be given with the learner on the ground, and the balance with the learner withinfive or six feet from the ground. Whenever physical development and a high degree of physical and mental coordi nation must be realized, a large per cent of the framing necessary can be most efficiently accomplished through the aid of "processes" and "apparatus" sometimes remotely related ( i U Electrical Equipment and Public Utilities Industries to the performance of the specific skill sought after. On the ground stroking de velops the necessary physical equipment and leg control. Detailed-- It gives attention to the necessary detail which enables instructors to "spot" unsafe climbing habits in those already climbing poles: Wrong habits are chose basic climbing habits that affect efficiency and safety and which should not be allowed to continue. The effective remedy for unsafe climbing habits readily suggests itself. The approach permits locating with certainty and without delay those few individuals (one in ISO to 200 men) who may be constitutionally fear ful of being aloft or have basic difficulty in coordinating movements. Economical-- The method tt economical in both trainee's ind instructor's time. What is often ac- complished with questionable results in 40 hours is accomplished with more certain results in 18 hours. The time saved is available for other training or for produc tive work. The procedure Is also economical in timber because of; 1. No pole gaffing the first day. 2. Gaffing in only two spots the second and third day. 3. Gaffing up to five feet the fourth day. 4. Minimum gaffing the final day because gaffing is normal. There is absence of anxiety on the part of the instructor concerning the safety ox trainees. Pole climbing with climbers becomes easy to teach and just as easy to learn. The simplicity of the development train ing approach is bt marked contrast to the many satisfying results obtainable through its use A SAFETY IN THE USES OF CYLINDER GASES IN OXY-FUEL GAS WELDING AND CUTTING by r. C. SAACKE safety director, Air Reduction co,, Inc., New York city Dtspite die use of welding and cutting torches involving flammable fuel gases, oxygen, high temperatures and flames, and high pressures, there is no justification for an accident with this equipment The characteristics of these materials and processes are well known so these proc esses can be and are being handled daily v,nth complete freedom from accident or injury. Then why do we have accidents involving these processes ? We don't have many, but the few that occur cause tmnccessary damage yearly and are always capa ble, as is any fire, of becoming catastrophic in scope. Do these fires and accidents occur be cause of a tack of understanding of what constitutes safe practices? Possibly some of then do! But there is a greater profca- bility that the welders and cutters and their supervisor* do not understand their joint responsibilities (or the prevention of acci dents. A man wearing goggles cannot see where his sparks are flying. His whole interest is centered in making a workman-like weld or cut. Protecting the surrounding exposure from fire cannot be solely the welder's responsibility. The supervisor must also know the risk$ involved and take appropriate preventive measures before instructing the welder or cutter to work in an area or before permitting hot work in the area. Even where the only exposure is possible injury to die operator, the supervisor can stiff help. Certainly the welder should know how to protect himself. But the supervisor still has a partial responsibility! 25 1957 National Safety Congress Whenever conditions differ from the nor mal, the supervisor should instruct the welder in how to cope with such situations and why they are hazardous. A man will not knowingly weld in or near an explosive atmosphere, or in a room filled with oxygen where a spark may cause his death. But unleu the supervisor has specifically trained the welder to recognize these conditions and avoid them, the welder is liable to as sume the work area is safe because he was told to weld or cut in that ares. SUPERVISOR MUST HELP Naturally, the better the workman is trained, the less supervision by his boss is necessary. Unnecessary cupervuton when the workman (mows his job can be resented as readily as it is missed when it is needed. The correct approach must strike a happy medium and is accomplished when the su pervisor has recognized ht* joint rcspccarbility and permits the welder or cutter to operate alone only within the scope of his limitations. The safe practices needed to gnide a welder or cutter and his supervisor past the risks involved in his work are readily avail able and mute readable Tlx following list of organisations publicizing safe practices toe handling compressed gases in welding or cutting is given alphabetically together with some of their publications. The most comprehensive Is the ASA Standard Z49.1. However, for oxy-acctyfene welder* and cutters, the 1AA pamplilet will be the most applicable AWS--ASA--Z49.I--"Safety in Fin irir and Gas Welding and Cutting Opera tions" CGA--G1--Acetylene Data Sheet G4--Oxygen Data Sheet PI--Safe Handling of Compressed Gases Equipment Supplier--Recommended Safe Practices in Cutting and Welding (See Airco) ' **IAA--"Safe Practices for Installation and Operation of Oxy-Acetylene Welding and Cutting Equipment" ICC--Interstate Commerce Commission Specification and Regulations--Freight Tariff No. 10 Insurance Company--Safety Data Sheets City Codes and Ordinances 2b MCA--SD7--Acetylene NBFU--#51---"Standards for Installation and Operation of Gas Systems for Welding and Cutting" NFPA--#51--"Standards for Installation and Operation of Gas Systems for Welding and Cutting" --#511--"Standards for Storage and Han dling of Liquefied Petroleum Gases" --#566--"Standards for Bulk Oxygen Systems on Consumer Sites." NSC--#95--Safe Practices Pamphlet on "Compressed Gases" State Regulations USAEC--#2--Safety and Fire Protection Bulletin---"Hydrogen" ".American Welding Society Inc 33 West 39th St. New York 18, N. Y. ""International Acetylene Assn. 205 East 42nd St New York 17. N. Y. However, these publications are too tong for an effective discussion. Instead, I would like to touch briefly on the compressed gas containers into which these gases arc pack aged. describe briefly the gas proper ties is which we are most concerned, and expbio the reasons behind five maumedej safe practices which, in my experience, would prevent the large majority of ariduM and injuries caused by improper fcanAng of these materials. TEST EACH OUfiB The cylinders ai ICC Specifications and _ piete individual inspection high pressure (over 509 pm sure) cylinders are of sow twa; the low prcaaor (rnkr SMyn pressure) aze asuzffy of wehW come Each adridal cyihski is end a that it is tmeV duofle. fight sad will act ttariraBy mder pressure filling at tunpcrmnres as 1 13Q*F. In adSfioo, safety tng of relief valves, fmtUe (fiscs or combinations of d used to protect the cyfwifcr from to temperatures above WF. la general, the wafaft peer d a is the valve ao> that it is ispaM Electrical Equipment and Public Utilities Industries tbe valve protection cap in place when the cylinder is not in use. 1 don't believe that people need be re minded that pressure vessels should not be come exposed to fires. If they need advice, it should be to the effeet that the "safety" teltef valves can limit the maximum pres sure to which the vessel may be exposed, but that this maximum pressure may be more than the vessel can withstand at ex cessively high temperatures. When transferring gas from one cylinder to another, the possibility of overfilling is a constant one. Pressure gauges must be accurate, pressure regulation reliable, and the state of the gas under operating pres sures understood. For instance, gases such as propane or carbon dioxide are partially liquid at charg ing pressures. However, the vapor space over the liquid should be the result of pre cise control and not chance. Liquids, even water, expand faster than steel shells when hated--and unless a vapor space is pre sent to permit the liquid to expand freely, the cylinder is likely to rupture if it is filled "liquid full" and subsequently warms up. If the cylinder is filled "liquid full" while dulled, the cylinder may fail before it warms up to room temperature. For these jtxvxis, the industry ordinarily recommends against transfilling by other than charging plants. PROPERTIES OF GASES Some of the properties of the compressed gases in which we might become interested are: Density--Does the gas rise or sink when released in the atmosphere according to whether its molecular weight is lower than, or greater than approximately 29 for air? . FfaiwoNc range--Will the gag bum over a wide range of concentrations in air? Hydrogen 4--75 per tat Acctyiar 2S--R1 per cent Tii fiii Z2--9J per cent Hqasr 1-2--17 per cent Is dW fewer Grmt of flammability (LEL> 90 low that smalt leaks can Maane grater vohxnes of air to ignitaaa and explodes*? Phase Does the compressed gas liquefy andcr cjfader pressure so that a vapor space must always be present in the cylinder to avoid the high pressures which will follow when a "liquid" full cylinder is warmed? Pressure--How high is the pressure in the cylinder and do we have adequate pres sure reducing regulators and over pres sure valve protection ? Oxidising--Haw dean must we keep oxy gen metering equipment? But where should a safety engineer begin in his approach to educating the welders and cutters and their supervisors? JOINT RESPONSIItUTr First, I believe both the individuals per forming hot work and their supervisors should be taught to recognize a joint respon sibility for the protection of he individuals performing the hot work and for the pro tection of the surrounding property. Where a man's life or well-being is in volved, the workman should be in a position to satisfy himself that the job can be safely performed. Where the building, equipment, or property can be jeopardized, and regardless of the training or the work man doing hot work, the supervisor should feel a special responsibility to see that the workman cannot cause severe damage. My personal feeling is that the failure to recognize joint responsibilities has pernutted so many fires to occur, particularly where construction, repair, maintenance, or demolition operations involving hot work lave been performed In areas not custom arily exposed to hot work. Not only have the workmen and their immediate super visors often failed to recognize their joint responsibilities--but too often the manage ment personnel on the premises involved have also failed. Where an outside contractor is involved, a misguided effort to economize can over emphasize the need for speed with insuffi cient attention to preventive measures. When this happens with building and main tenance crews, the lack of adequate preven tive measures cannot be justified. The ex cuse that one is covered by insurance collapses under experience rating practices. Next, in order to discharge their responsi bilities properly. I would suggest that a suitable reference source of safe practices be chosen, studied, and followed. 27 1957 National Safely Congress USE SAFETY REFERENCE FORMS The most comprehensive of the pamphlets listed heretofore is the ASA Standard Z49.1. This should be the supervisor's reference. He may ajso avail himself of any or alt of the other pamphlets listed--but the ASA Standard has beerf compiled by all inter* ested technical groups. For the welder or cutter. I would suggest the 1AA pamphlet: "Safe Practices for Installation and Operation of Oxy-Acelylene Welding and Cutting Equipment." This covers the best way to handle compressed gases and should be supplemented by what ever recommendations arc provided by the supplier of the equipment he is using. Finally. I would suggest that entry effort be made to sell your supervisors on the value of alt the safe practices listed. Every* one of them is the result of a past history of accidents or injuries. Sometimes the reasons for the recommended safe practices may not be apparent, but ordinarily they, need little explanation. What is most im portant is having the supervisor start his men off on the right foot and correct them the first time anyone gets out of step. Since there is not sufficient lime to ex* plain the accident experience behind all the recommended safe practices listed in these pamphlets. I would like to take the remain ing time available and describe, from my own experience, the results of failure to follow several of the more frequonly vio lated safe practices. In one case; a check valve element had been removed to permit a slight increase in flow capacity. Two inlet screens had been removed from oxygen regulators after they became clogged, and were not replaced. An oxygen recording gauge was tested with oil. In another case, an oxygen regulator had become oily from careless handling and storage. The final acadent in this group was the result of a corroded pipe line caused by burying in cinders. 2. Avoid cas leaks During this same year, 38 per cent of all accidents reported were traced to gas teaks --usually of the flammable gas. I wonder how many of the welders or cutters in your company operations can be seen with a bottle of soap suds and a brush? Some typical accident reports are reproduced verbatim; "Fuse plug leaking at threads. Ignited by cutting sparks. Smothered by glove. Plug showed evidence of damage from blow." "Arc welding overhead and sparks ig nited acetylene leak at regulator con nection." "Operator burning overhead. Sparks ignited leaking acetylene--causing fuse plugs to release. Operator stated after book-up of regulators aod hose, noted odor of acetylene gas. Turned nht all the way out to limit--thinking to force bottom of stem against poking SAFETY VIOLATIONS These five safe practices, based upon the use of equipment and gases furnished by reputable manufacturers, arc believed to be the most frequently violated safe practices and responsible for the major number of accidents, fires, and injuries. Because they are so frequently violated, it should be of equal importance to consider the individual*! reasons for these violations. I. KXET EQUIPMENT IN OOOO CONDITION and clean particularly with oxygen where oil is hazardous. The results of a study of accident reports last year involving compressed gases in welding and cutting where sufficient infor mation was available to justify a conclusion as to the cause indicated that 31 per cent were caused by poor maintenance. Operator believed leak to be stopped. Attempted burning operation which re sulted in fire." Do not let your workmen sell you itfea that they can see any leak that may ignite while they are present. Consider the fol lowing report: "A welder was using steel electrodes about six fee* away.-- (someone) saw flames nor the arc welder. He shouied to him and made welder aware of dan ger. Shop personnel could not put out fire and oiled fire department. Fire men confined fire lo cylinder and let it burn itself out in about half hour." Besides the risk of property damage from fire due to leakage of fuel gases, there is the additional danger to personnel from leakage of oxygen. Consider the following: 28 Electrical Equipment and Public Utilities Industries " , . . a fatal accident occurred aboard the . . . ship while under construction. A pipe fitter, working in a tank on the 4th deck, struck a match, Ut a cigarette and threw the burning match to the deck. His clothing was almost instan taneously enveloped in flame." The accident investigation indicated that both the tank and the victim's clothing had become saturated from a hose line that had been inadvertently turned on." "... a fatal accident occurred aboard the . . . ship while installing sprinkler piping . . . when the welder first struck the arc. a flash fire resulted and ignited his hair and then spread to his cloth ing." MATERIALS IGNITE RAPIDLY Most people, because of their familiarity with an oxygen cutting torch, appreciate the rapidity with which combustible materials burn in contact with oxygen. What they may not be familiar with is the rapidity with which materials ignite in oxygen. When a workman's clothes are soaked with oxygen or when standing in a room with the oxygen content up to 30 to 40 per cent, a stark coming in contact with cotton, wool, denim, corduroy, or even asphalt tile and wood may break into flame immediately and sweep over the entire surface of the clothing in a second. Prevention starts by preventing high oxy gen concentrations in work areas. If weld ing b to be done in a small compartment, the cylinders and regulator are left outside and the torch kept inside only during the work period. It is preferable to purge and light oosside and then bring the lighted torch into the compartment for as tong as the welding or cutting is in progress. JL Pvwx OXYGEN AND FUEL GAS LINES MXratz LIGHTING About nme per cent of die accident re ports in this group were the result of failure to purge gas lines before lighting. Typical accident reports always moition the gas being lit at the time: "Operator was lighting up a cutting torch--As he lit the torch, it backfired and set the acetylene hose on fire ap * proximately 12 inches behind the torch." "... Operator was adjusting torch In preparation to start flame cleaning. Torch backfired and attempt was made to relight. A popping noise was heard and fire started burning at the acetylene regulator." "... Started to light cutting attach ment with spark lighter and as he used the flint--the torch backfired and ignited the hose." FLASHlAQC CAUSES These flashbacks occur when the gas lines feeding the mixer have been contaminated. Not only can the two gases being used be found mixed in either fine by feedback through the mixer, but air can contaminate the fuel gas line. This condition is quite unusual but operating mistakes do occur. For instance, air will be found m acetylene hoses if the torch valves have been left open over a weekend shut down. To take care of the occasional failure to keep torch valves closed while not in use; it has become established practice to purge each line for several seconds (or longer depending upon the hose capacity) before fighting. When purging before fighting becomes automatic, the possibility of flashtacks traveling back past the mixer and into the hose and regulators and even the cylinders will be eliminated. 4. Oven cyundei valves slowly Despite the fact that no accidents were reported on this category during the period bang summarized, the precaution is being repeated since we cannot afford to forget it. The sudden application of 1800 to 2400 psi of oxygen to - regulators can develop fires if the equipment has not been kept clean, if worn and leaking seats have not been replaced and if the inlet filter screens are damaged or missing. While our main concern may be fire, we still should not forget that these gases are under high pressure and that the pressures should be applied stowly to the equipment for most reliable operation. 5. Keep heat, flame, and sfaeju away ntOM COMSUSTISLES Of the accidents summarized, six per cent were caused by doing hot work near com bustibles (other than the fuel-gas supply). Nationwide, only one-half of one per cent of alt fires were caused by welding and cut ting. In 1956, the one-half per cent ac- 29 1957 National Safety Congress counted for 4,300 building fires costing eleven million dollars. The need to separate combustibles from hot work or to protect by tarpaulins or screens is usually understood but 1 am afraid what is not understood is who should have anticipated a fire and acted to prevent *L PERMIT SySTEMS Hot work permit systems are m use by all safety-minded organizations to cover areas not ordinarily subject to the hot work pro posed and are doing an effective job--par ticularly where the individual issuing the permits knows fire prevention and extin guishment techniques, applies them in ac cordance with the risk involved, and main tains the respect of the personnel performing the hot work. The fire permit must take into account the type of work, its location in the plant or building, the degree of hazard from the surrounding exposure, the adequacy of ac cessible fire extinguisher equipment and trained firefighters available, and the need for Are watchers after the job. Wherever the hot work permit system is established, the first major step in the pre vention of welding and cutting fires has been taken. Safe working practices are available covering ail possible situations. The problem is to make personnel who are responsible for supervising welding and cutting opera tions aware of the probab.lilies of an acci dent (not just the possibilities) without overemphasizing the hazard involved. Safety engineers interested In safety in welding and cutting should familiarize themselves with the ASA pamphlet 249.1. Supervisors also should be familiar with the IAA pamphlet: "Safe Practices for Installation and Operation of Oxy-Acetylene Welding and Cutting Equipment** Welder* and cutters should not only be familiar with the IAA pamphlet but should also have studied the recommendations of the manu facturers who have supplied the equipment being used. Wherever hot work is done in areas tn which welding and cutting are not ordinarily performed, the hot work permit system should be followed with particular empha sis on outside contractors. Finally, accident prevention activities should be based upon training of welders and education of their supervisors not dy in the techniques of safe operation but in their joint responsibilities to see that these techniques are followed.A HOW TO SET UP AND MAINTAIN A GAS UTILITY SAFETY PROGRAM by MARK FLAD director of safety. Dayton Power & Light Co., Dayton, Ohio You cannot be concerned with just the mechanics of setting up a safety program. Accidents will develop unless we work at preventing them. We must believe: Accidents can be prevented. It is good business as well as humane to prevent accidents. Accidents are symptoms of something wrong. The development of most accidents re- 30 fleet back to supervisory and executive forces. Safety must be an integral part of every job. Certain responsibilities must be as sumed by executives and supervisory forces before a safety program can really be effective. Three groups of people who must assume responsibility before any safety program can Electrical Equipment and Public Utilities Industries achieve results: the executive, the super user and the employee. First, the executive must recognize the need and authorize the cost of a safety pro gram. He has to follow up and check re sults of the program, and actively support the safety program. Lastly, the executive must subscribe to a written safety policy, such as: a. "There is safe way to perform every job in the conduct of our busi ness." b. "There is no job so important or pressing that safety can be by-passed in any way." He must sign this policy and back it up without exception. Second, the supervisor must provide ade quate tools, equipment and materials for the job, and protective equipment whenever necessary- He should oiler adequate train ing necessary for safe, efficient job opera tion and give job demonstrations that con vince. In addition, the supervisor must be toler ant. understanding and impartial in dealing* with workers. He must be a real salesman of safety. The role of supervisor Is a difficult one. He must sell hts program by generous por tions of sincerity, accompanied by a good, wholesome sense of humor. He must dem onstrate a point so clearly that each em ployee wilt completely understand. For example, have you had difficulty sell ing your gas workers on the idea that a dead-end must be securely anchored for a teak test before letting the pipe down m the ditch? Here is a simple convincing demonstration: A short piece of pipe is placed in a vise with a coupling and dead-end on one end; die other end is open. Several men are handed I-inch square sticks and asked to in sert the sticks in the open end of the pipe against the dead-end and push to the pres sure of approximately 90 pounds. (A bath room scale is provided to get the fee! of 90 pounds pressure.) As more sticks of varying length arc pro vided the increased pressure starts to move the dead-end off the coupling. The partici pants and observers are definitely sold op the extreme pressure of 90 pounds per square inch acting against the dead-end. Fig uring the area of the head of the dead-end multiplied by the pounds per square inch applied, now takes on a very practical mean ing in the minds of crews. Here are some additional helpful hints for the supervisor: He should have first aid training and urge all employees to do the same. His group safety meetings should be short, crisp and interesting. Contacting at least one individ ual each day about safety is effective and conducting regular inspections and occasion ally a surprise inspection by a special com mittee is most effective. The supervisor should delegate part of the job to employees, and never hesitate to spend money to eliminate a hazard or unsafe procedure. He should have a safety com mittee representing executive, supervisory and employee groups, and consider all sug gestions and take action. He must make it easy for employees to report all accidents regardless of how minor the injury, and then he, himself should in vestigate all accidents and act on the basis of facts to prevent reoccurrence. When the supervisor needs help, he can share the prob lem with: a. the boss. b. fellow supervisors, c. employees. d. local safety council. c. National Safety Council f. American Gas Association. g. any safety man in area--there are no secrets in accident prevention work. Every safety man is eager to give time and apply his knowl edge and experience to the problem. Each employee must be made to feel that he lias a personal responsibility for working safely. This is the specific selling job of first tine supervision. Whether you are an executive, supervisor, or safety man. for any gas utility, regard less of size, here is what you personally need In order to set up and maintain a really effective safety program: Courage to stand by your convictions and an honest fear of real hazards. Tact enough to disagree without being disagreeable and brass enough to com mand attention. 31 1957 National Softly Congress Dedication to work constantly toward the objective and humor enough to laugh at yourself when the joke is oo you. Drive to overcome obstacles and pa* oeoee to get results before being dis couraged. This is a personal challenge. We know it isn't easy, but we all agree--"It will work." Water Utility Safety WHAT'S NEW IN WATER SAFETY---1957? by RAYMOND J, FAUST executive euistent secretary. American Water Worts Association, Inc. New York city _ I am pleased to report the water works industry is rapidly becoming safety con scious. We know this because of the num ber of letters we receive on the subject; the continued popularity of the "Safety Practice for Water Utilities'* manual and the decrease in both the frequency and severity rates for the industry. Last year t reviewed the safety award plan which the American Water Works Association Committee on Safety Practices developed. In January 1957 the award plan was presented to the Board of Directors of AWWA. and was approved. Since then the committee has implemented the Board's action. For example, section committees on safety were established. To date 22 of the 30 sections have safety committees, and the renaming will establish commit tees in the near future. Section safely committees are important because they have direct contact with the management of the local water utilities, and are in a favorable position to "selT the safety pfogram. In addition, the section safety committee gathers all the statistical evidence to determine the utility section award winners; it promotes and selects pro gram material on safety for the annua] section meeting; it also chooses the section candidates for the AWWA Wendell R. La Due Safety Award. Thus the section safety committee is an important cog is the safety program is the water industry. Its activity can sake or break the whole program. Fortunately, the section commit tees are doing a splendid job. Several bold regional safety meetings for utility opera tors to familiarize them with the rudiments of tlte program. Work of this diameter can only produce favorable results. A special report form for subcnznmg mformation on utility safety was prepared and sent to all section committees. The form is short, with only seven questions. It is hoped that each section will obtain a good response to the questionnaire, and can select winners. sections compete for awards Section awards will be announced and presented at the annual Section banquet. The presentation will he dignified and im pressive, and we hope the recipients will have them framed and hung in a preniaat position in the utility office. By giving pub licity to all awardees, competition should soon develop among the utilities for top honors. Although it is an honor for a utility to win an award, the big winners are the em ployee, the utility, and the public The em ployee wins because be U well and on the job, earning a full pay check; the utility wins because it has its trained employees oo the job doing superior work; the public wins because it U receiving better service from trained personnel. Everyone wins when the services of trained workers are available for the day. 32 Electrical Equipment and Public Utilities Industries the week, or the year. The answer to good utility operation is quite rmple--work safely and have the trained personnel stay on the job--it pays! Water works management is learning this fact, and is starting to do something about it One obstruction delaying a safety pro gram adoption in some water utilities is the slow acceptance of safety equipment as a necessary part of utility operation. For ex ample, the simple act of providing safety hats for a water main construction job is resisted is our industry. ADVERTISING CAN SPEED UP PROGRAM To overcome precedent in safety in our industry, die committee on safety practices is enlisting the aid of manufacturers who advertise in the Journal of AWWA, os well as trade journals. A review of the present advertisements shows that few, if any, in clude safety features. For example, a manufacturer of pipe often shows in his advertisements on open trench with pipe bong installed. The workmen in the trench laying the pipe arc wearing ordinary head gear. Water works employees not trained m safety see these advertisements but are un aware the picture represents an unsafe prac tice. However, trained and alert executives and employees notice the omission immedi ately. If advertisements do not show em ployee safety features they may inadvert ently discredit the manufacturer and his product as not being up-to-date. The number of advertisements that.can show safety features is limited to a small percentage of the total. The majority of advertisements could not normally aid in promoting a safety program. To overcome this deficiency and give all advertisers an equal opportunity to support the program, one manufacturer suggested AWWA pro vide advertisers with a smalt cut catling attention to the safety program. This idea has been considered carefully, with the re sult that the committee is now developing one for manufacturers in their advertise ments. Instead of trying to promote the regular use of these cuts on a monthly basis, it is presently considered advantageous to have the Board of Directors of AWWA estab lish by declaration, a Water Works Safety Month each year, at which time the safety program would be featured. The AWWA Journal would carry papers on safety, while the manufacturers might feature in their advertisements the safety device built into their equipment, and also use the safety cut AWWA would supply to them. By concentrating our efforts, the safety, program could be given added impetus and brought to die attention of the executives of the water utilities. Such a program would have a far-reaching effect ^ HOW AND WHERE TO GET STARTED by V. A. APPLEYARD chief. Water Operations, Philadelphia Water Department, Philadelphia, Pa. In 1952--our city started operating under a new charter--which set up water and sewer utilities under one department The revenue received for these services can only be used to operate our deportment, and the commissioner operates the department as a self-sufficient unit, that is -- revenue must equal expenses. This reorganization started us off on a sound basts. By this time--the department had launched a large rehabilita tion and sew construction program costing 530,000,000 per year. However, during all this turmoil, employees* safety was ever present in our mind. The department has four major segments --water operations, 1,140 personnel; sewer operations. 280 men; design and construc tion. 340 men; and administrative staff, 40 men--a total of about 1,300 people. The functioo of the safety engineer is in the administrative unit, under the commissioner's office. i3 19$/ National Safety Congress With this setup the commissioner created a departmental safety committee of live members with water operations, sewer treat ment. sewer maintenance, and the construc tion branch represented. We were to re organize the safety and accident prevention program, recommend `and standardize prac tices and procedures, work with National Safety Council to introduce current safety practices and set up safety sub-committees within the department units. We also re viewed all accident and safety reports, de veloped statistics, ami utilized the informa tion to reduce the accident rate. Since we employed a safety engineer the committee pursued the problem with much more vigor. Records were systematized and showed that the ratio of tost time injuries to no-lost time injuries was grossly out of alignment compared to national figures. In vestigations found that the clinics and the doctors were extremely liberal on permu ting an injured onployee off for a day or two for a very minor injury. Also, the method of processing an em ployee on taking care of an injured em ployee enabled an employee to take time off without the supervisor checking and conse accident survey taken quently spending excessive administrative time on the problem. This committee met regularly--but meet ings were spaced too far apart. Most of the members were "line" supervisors, and the "growing pains** we were Itaving left little time to devote to setting up the safety pro gram in the department. The approach to the whole problem was to find out what our record was--particularly in the various opening units. A survey of accident re ports reflected the following: Those were two areas of getting started ^--accurate records and expeditious handling of accident cases--but, that doesn't present accidents? Step three was forming sub committees in all operating units. A review was made of the safety committees in the three sewage treatment plants. They con sisted of three men who make a plant in spection once a month--and reported to the supervisor in charge of all the plants. Our 1, Reports not complete 2. Reports very late tit processing 3 Not all accidents reported 4. Reports not followed up--no statis tics compiled 5, No differentiation between charge able and non-chargeable accidents. committee felt that similar sub-committees should be set up in water operations. There are six major divisions in the water works: 1. Pumping 2. Distribution J. Filtration 4. Meters In other words--we preached "safety"-- but that was virtually all. Our conclusion 5. Plant maintenance 6. Service section was the need for a full time employee to head the program--so we created a safety "GRASS ROOTS" SUBCOMMITTEES engineer jcb codification then recruiting-- The safety engineer interviewed these examination--and placement. division supervisors, and was received with varying degrees of welcome. The extremes RECORDS, HANDLING ACCIDENTS were the prompt appointing of a three man In 1956. the personnel unit made a thorough^ review of motor vehicle accidents for the previous year--this area needed most immediate attention and these records acre the most complete. An action program was developed requiring "accident prone" drivers to take a physical examination (par ticularly eyes) after two accidents occurred within 12 months. This program has been quite effective. Few people like to b crossexamined or physically examined--it seems to be easier to avoid an accident! 1 committee to--"It can't be done by my shop." This was resolved when a higher level supervisor met the men and discussed the problem. Management is 100 per cent *old--a basic ingredient to a successful pro gram. The sub-committees have three skilled workers. The foreman can be a member-- but. generally we encourage workmen to keep it at a "grass-roots" level. There are a chairman, vice-chairman and secretary-- each serving two months in each capacity. The terms are staggered every two months 34 Electrical Equipment and Public Utilities Industries --the chairman goes off the committee, a secretary is appointed and the other two members slide up in position. This gives continuity as well as everyone a chance at the coveted position of chairman. With the right guidance they will continue to be safety exponents -- preaching the gospel of safety. Each month an inspection is made of the plants by the sub-committee. They arc given a check-off sheet to guide them on points to inspect--plus room for comments. Their report is submitted to the area supervisor and to the safety engineer. They will take part in a safely meeting called by the super visor--and their recommendations will be discussed. The safety engineer will follow up these reports with the supervisor. If a polio' decision must be made it is referred to the department safety committee. Al though (his program has just started, it has been well received. This organization in safety will cost the department about 30 man days/month of non-productive work--.08 per cent of total man days worked According to the depart ment severity rate for the first three months of this > .ir--we lost 160 man days/month. So, if the record could be reduced by onefifth--we certainly could justify this expense --plus accomplish the primary aim to reduce the "pain and suffering" of an employee-- no disruptions created at time of accidents --no interrupted work schedules by less man-power and a higher morale of the whole working force. To work the safe way is also one of the most efficient ways-- so. the gains are endless. SAFETY EQUIPMENT USEO Safety equipment was installed in a num ber of areas--hard hats for ditch gangs, first-aid kits in plants and vehicles, inspec tions by the fire department and fire fight ing equipment, working clothes, plus goggles, face shields and gloves were furnished by the department in various working areas. Traffic cones and barricades were furnished for street gangs, and a number of other safety practices were put into effect. This definitely was an indication that manage ment and some of our men were thinking. Our committee has asked our safety engi neer to write up safety standards.--first a general one for any and ail areas--then specific ones for individual divisions. This is a big job and will take time. In the meantime we are using the Council poster sen-ice liberally and distribute magazines and bulletins. We have instituted virtually a promotion campaign and use our Water Department News-- monthly house organ-- to publish statistics and other safety news. Our committee decided to enter the Na tional Safety Council's "Safe Driver Award" campaign, which should reduce and keep our vehicular accidents to a minimum. To summarize "How and Where to Get Started." the following points must be ac cented : 1. Top management sold on "SAFETY" 2. Set up a safety committee 3. Appoint or employ a safety engineer 4. Set up accurate records Sr Set up expeditious handling of acci dent cases 6. Set up safety sub-committees in working organization 7 Plant inspections 5. Promotion compaign 9. Furnish safety equipment ID. Set up campaign and make awards to safe drivers We have received invaluable help from other water utility safety engineers. This spirit of cooperation among the Water Works will bring our records down to where we can give the other utilities a "run for their money." If cooperation, ac tive participation and application of good "SAFETY" principles is a criteria of suecess--XT WILL BE DONE LA. 35 A FIRST LINE SUPERVISOR'S SAFETY PROGRAM by ALEXANDER C. RENEE district operations engineer, Department of Water and Power, Los Angeles, Calif. Safety is an interesting subject with many sidelights that defy explanation. We are constantly reminded of safety--when we leave home our wives teU us to be careful on the job--when the children leave for school or play we tell them to be careful. Many organisations develop and maintain safety programs with motion pictures, lec tures and posters to remind employees of job hazards. In spite of all these reminders, accidents continue to happen. The distribution dmaoe of the Water System of the Department of Water and Power constructs, maintains and operates the water system in Los Angeles. This in cludes installation, maintenance and opera tion of all water mains, trunk lines, fire hydrants, meters, services, pressure regulat ing stations, tanks, some of the reservoirs and all other appurtenances dealing with the distribution of water. These functions re quire 1,200 personnel, of which 1,000 are The purpose of any safety program Is to develop safe thinking among the employees individually and collectively to maintain the accident frequency and severity rates at a field employees ranging from d strict super intendents to laborers. The Water System, 44 miles by 28 miles, is divided into five self-sufficient districts. low level. Without a safety program every individual acts on his own and safe think ing is a hit-or-miss proposition depending on the individial attitude. For die past 10 years, the distribution division has had as assigned safety engineer from the accident prevention section. He visited the \-arious districts with a field There is no safe thinking by the group superintendent to inspect construction proj as a whole. In contrast to the safe thinking ects. He had no authority to enforce safe attitude there is the negative attitude toward methods but his adrice on safety was gen safety. The fatalistic attitude is the most erally followed. On his recommendation, common--"Be reasonably careful but when safety equipment such as toe guards, gog your number is up, you'll be hurt." Another gles, respirators, hard hats and gloves were dangerous attitude is that "Someone will get hurt but it won't be me" Then, of course, there is the attitude called forgetfulness. Safety in a water utility is no different purchased and their use encouraged. His position and title promoted safety; how ever, no one else took the same interest in the problem. than safety in a factor)', railroad or a con The foreman respected his comments but struction project For an effective safety only saw him once every two or three program, the basic requirements must be months. With 110 crews in the field, he fulfilled. A safety program must have the couldn't devote much time to any particular complete and enthusiastic support of man foreman or construction project. Every agement and all supervisors. The first level two months a district safety meeting was supervisor must direct the safety program held after work on an overtime basis, and because top management cannot be aware was attended by all superintendents, fore of detailed problems involved in reaching men and !rad men. A lecture on safety employees. with demonstrations and motion pictures Accidents are not reduced by bulletins urging safe thinking. They are reduced by continuous contact of the first level super visor with the employees. In a large organi. cation, the safety engineer is a great value In organizing a safety program, preparing followed by a general discussion constituted the meeting. The men were expected to practice the lessons they had teamed at the meeting. The safety engineer was doing everything within his power to promote safety and reduce accidents. safety material and developing safe methods. After operating in this manner for years, But the first level supervisor must be the it became apparent something was missing. contact with the employees. Our accident frequency and severity rates 36 Electrical Equipment and Public Utilities Industries were static. In spite of the support by management and the purchasing of safety equipment and the personal contact of the safety engineer, people were still injured at the same rate. In analyzing our safety pro gram. we found the source of our trouble was that the entire program was the per sonal activity of one man, the safety engi neer, He did all the talking and everyone Ue listened. Bur with 1,000 men, his contacts were necessarily infrequent. We had to find a way for his effort and enthusiasm to be utilized and transferred to the first line supervisor. Our foremen and lead men were not neglectful. They just didn't get enough material from bi-monthly safety meetings for the next two-month period. After considerable discussion with safety engineers, other utilities and management, i new safety program was developed. The new program was announced at a safety meeting attended by top management so that the personnel would realize the support this program was receiving. Essentially, it contills of seven major points w-h.ch I will describe in detail. WEEKLY MEETINGS ON THE JOt The foreman win conduct weekly trenchride or yard meetings on safety subjects. The meetings, held every Monday, will last from five to 15 minutes. The Accident Prevention Section will furnish topics and the necessary information to the foreman. This is most important in the safety pro gram because it gives the first level super visor the entire responsibility of getting the message to the employee. The safety engi neer prepares the material and mimeographs copies for all foremen to use The safety* engineer must provide interesting safety material writJen in a form readily under stood by the field personnel. Here is a tvpicai weekly safety talk to illustrate the type of subjects used*. The Subject for this week is "Hoists and Cranes." 1, "If we're suing a hoist, well have one man give the signals. Nothing con fuses an operator as having two or three men telling him what to do. , Z "If it's your job to hook pipe, be sure your slings are in good condition and str^-.g enough to do the job. 3. "If you are using a clamp, be sure it is free from grease and dirt and in good working ordrr. Make sure it is fastened securely on the pipe and then fasten the safety so that the pipe won't scissor out 4. "Never swing a load over another man. Stop the operator until every man is m the dear. If men are in the trench, do not bring the load to the edge of the excavation until the men are beyond all danger. 5. "Never attempt to catch or hold a length of pipe that appears to be slipping. It's better to have a cracked pipe than a cracked back. 6. "If pipe is stored along a roadway or street, securely block each length sep arately. Not only our own men but chil dren at play have been injured because we did not sccurdy block our pipe to keep it from rolling. 7. "If in lowering we knock out some of our timber, stop proceedings at once and replace the timber. Remember, the man in the ditch must be protected at all times. 8. ''When lining up pipe in trench, keep "your hands away from the ends. .Wner attempt to remove dirt from the pipe until you are positive that the hoist man knows what you are going to do. 9. "Never stand directly in line with a suspended pipe- It may $Lde in the clamp or sling. 10. "Never take hold of a hoisting cable. You may have your fingers cut off be tween the cable and'the block. "Any comments?" That concludes the lesson for the week. The language and the sentence structure are plain and to the point. The subject "Hoists and Cranes" is one from an almost inexhaustible source. Many of the foremen read the lessons: others talk extemporane ously on the subject. Both methods have proven effective. The districts will hold five safety meet ings a year, devoted to a review of the accidents in the past two months. A discus sion of the weekly topics for the trenchside or yard meetings to be held during the following eight or nine weeks is included. The discussions will be led by a field super- 37 1957 Xational Safety Congress intendent with the safety engineer as advisor to enter discussions only when specifically requested The entire proceedings are directed by the line organization rather than the safety engineer who is a member of the staff organization. Taking the meetings away from the safety engineer and having a This point has also made quite an impres sion on the foreman and h:* crew. Although the committee only determines causes and cures, the foreman and his men do not like being included because it is thdr lost-time injury being investigated. LOST TIME CHARTS field superintendent take charge made the foremen and lead men aware that promot ing the safety program was their problem. Upon the request of the field superintendent, the safety engineer advises the foremen on the most effective presentation of the mate rial for the weekly meetings. Each crew of four or more men will have a safety board mounted on the truck show ing the number of man-days worked without a lost-time injury. The foreman or truck supervisor will change the totals every day Each crew has a group pride in this everchanging number posted on the safety board NEW EMPLOYEES EDUCATION The foreman or. the lend mnn will instruct every new employee asrigned to his crew. This instruction will include: handling shov els and pneumatic tools, correct methods of lifting and other crew functions. A check lit to indicate the instruction given will be on the curb side of the truck. As the mandav figure increase?, a rivalry develops be tween the various erews and a lost-time injury upsets the crew. Teamwork has developed and the men lake care of each other, watching, advising and helping to pre vent accidents. filled out and signed by the new employee A safety plaque will be awarded to each and the foreman. crew working without a lost-time injury This eliminated a great source of trouble one year. These plaques will be mounted of new men injured on the job claiming above the safety board on the trucks. they had never been instructed. As soon as possible after an accident on the job. the foreman will assemble his crew describe the accident, explaining why it happened and how it could have been avoided. The foreman will use these op portunities to develop a safety-conscious crew. This idea is effective because a discussion of the aeddem immediately after it happens always impresses the crew. Safety con sciousness in the crews ha* made the men suggest safety gadgets and equipment such as heat-resistant sleeves for use when pour ing lead, and cutting holes in shovels for handling wet adobe. ACCDENT INVESTIGATIONS AWARD SAFETY PLAQUE At the aid of the first year, our top management appeared at the safety meetings and presented plaques and certificates lo the foremen. The impression on the men wa very favorable and they appreciated the compliments and pats on the back. Their presence at the meeting assured the foremen of the continued enthusiasm and support of management. This new safety program has operated tor more than a year. From the start the first line supervisors were cooperative and enthusiastic because they felt this plan would produce results. In a very short time there was a decided downward change in accident frequency* and severity rates, and with man A committee in each district will review agement voicing its approval, the first line each lost-time accident. The committee will supervisors redoubled their efforts. The consist of the district superintendent, the results were gratifying and the record of field superintendent, the foreman, the man the first year shows a 30 per cent drop in involved in the aeddent and the safety en accident frequency and a S2 per cent drop gineer. The purpose is to determine, if in aeddent severity. Now in our second possible, why the accident happened and year, we are continuing to reduce our aed how it could have been prevented. The dent rates even further. findings of the committee meeting will be reported on the "Foreman's Report of In vestigation of Accident'* form. This seven-point safety program excludes records and reports because they have been in operation for years. An organization 38 Electrical Equipment and Public Utilities Industries arting a safety program should have an eighth point dealing with active records and reports to determine the effectiveness of the program. A system of bulletins on repetitive acci dents such as strains, sprains and lead bums reminds employees of injuries from carelessness or neglect in using safety equip ment. Continual repetition by an employee at the same type of aeddent brings a warn ing of disciplinary action. In this program promoting safety is the first line supervisor's direct responsibility and gives him experience in leading group discussions. The "tail gate" meeting is not new but it successful in our distribution division because the foremen receive the necessary material at the district safety meetings and are coached by the safety engineer. The cost of maintaining this type of program is no greater, since it just rearranged our responsibilities. The ideas developed in this safety pro gram may be used in any size organization. Many water utilities are small and do not have enough employees fora full-time safety engineer. However, the material necessary for first level supervisor meetings is readily available The American Water Works As sociation recently published a manual Safety Practices for Water Utilities containing safety information and program material By using the manual at foreman discussion meetings, an adequate safety program can be organized and maintained. The benefits of safe practice*--both humanitarian and monetary--are derived by a small as well as a large water utility. If the first line supervisor feels that promoting safety* is his responsibility, and if he is backed and encouraged by manage ment, safety consciousness will become a definite part of every employee's thinking. With that positive attitude, accident fre quency and severity rates will be reduced.Ah. SAFETY PAYS OFF by ARTHUR J. WEBB safety coordinator, East Bay Municipal Utility District, Oakland, Calif. Have you ever been in a busy railroad station and watched the trains come in? Have you noticed the joyous looks on the faces of the men and women and children as they meet one another at the station after a trip* When these people are pro tected and helped to go home at night through your assistance, we have had the big payoff. This is one type of a payoff. In addition lo the human side of the accident picture there is the cost side. Dollars and cents are important. There is no better way for a businessman to make a dollar than to have a good safety program. Safety pays off! It not only gives the business the margin of profit it needs but it gives men the chance to arrive home each night safely to the ones they love. An important study of injury frequency rates in the water-works industry was con ducted by the United States Bureau of Labor Statistics. The industry, one of the worst tn the nation, was selected for the special survey in 1933, The industry had a frequency of 24.8 lost time injuries per mil lion man hours compared to an all industry frequency of 8.4. This is almost three time* the national average. Since then the fre quency has been 25.3 in 1957 and 24.1 in 1955, The industry had not changed much since 1946. However, it will and can change as more utilities begin safety programs. HOW COSTS ARE REDUCED One easy way to save money through a safety program, especially if the injuries are high or if the utility has not had a safety program, is the insurance dollar. Company insurance rates are figured on the experience rate of the industry. As the industry lowers its number of injuries, the insurance rate decreases for all companies whether or not they have an injury preven tion program. 39 1957 National Saftty Congress Secondly, not at! the insurance rates are set by state law. If your experience is bad, the insurance company can either raise rates or cancel the insurance. All states do set baste rates for different industries but the insurance companie; can charge more than 100 per cent of the basic rate, in fact there was a time when our company was paying 125 per cent of the basic rate. To compute your rate, the insurance com pany will average your previous three year accident costs and frequency. It considers whether you have a planned program to reduce injuries and sets the next year's rate from that. Deaths or amputations re flect for a three year period in insurance rates. Some insurance companies have a refund system. The company review* your actual compensation and medical costs at the end of the >car and refunds money* on the per cent of actual costs below the premium you were charged. In the East Bay Municipal Utility* District we recovered more than $213,000 since 1949, saving about half the premium, fn addition, our premium rate went from 125 per cent of the basic rate set by Cali fornia to the 71 per cent we are now paying. This is a direct dollar raring to the people of the district. The National Safety Council reports that for every compensation dollar saved, you rave four to six more dollars in indirect or immturable dollar*. INDIRECT AND (JNINSURASIE COSTS 1. Worker costs---those not injured. These are observers, people who helped the injured pony, time to take them to the doctor or hospital, time to describe the injury to other employees. If ten men take IS minutes each at $1.50 per hour, this will be $3.75. 2. Supervisor* time--helping the injured man, home calls, doctor visits, insurance interviews, telephone .calls within the company*, report making, investigations. This could easily take one to two hours or more at &50 an hour. Possible cost could be 52.50 to $10.00. 3. Loss of working time when the employee received pay. If an employee is injured during the day, he Is usually paid for the whole day. This could amount to approximately $1.50 to $12.00, 4. Many times the loss of time from an in jury causes other men to work an hour overtime. The cost for three men for one hour would be about $4501 5. Decreased production results from the injured man when he returns to work. 6. Cost of training a new man. 7. Clerical costs for processing report form through the insurance company and ac counting. 8. Repairs to equipment damaged--includes costs of tractors rolled over, cables broken, doors to trucks damaged. 9. Rental costs for equipment while repairs are made, and other expenses such as liability costs for damages to property*. These are the main elements of the cost picture of accidents. Mow--the methods we use to 'combat costs, our safety program. We aim to operate the safety program so that the man on the job and his foreman nuke a team of accident prevention. The program operates through them as much as possible. The safety unit functions by co ordinating the information and stimulating the program. levels of safety activity There are three levels of action taken by the district. The first is the basic one in which the facts are determined. Then comes a plan for teaching the facts. Finally there is learning the facts to develop teamwork. To show how effective this approach has been the five year accident frequency of 34 reduced to a three year accident average of 3.4 in four years. When a person realizes that the lost time accidents cost money, the curve is more significant. In addition, the premium lowered with the continued reduction of accidents. It dropped from 125 per cent in 1949 to around 70 per cent in 1956. A great impact on the morale of live em ployees results from a good accident pre vention program and is another reason why safety pays OFF-THE-JOB ACCIDENTS Statistics are such boresome things And figures rather dull. It's hundreds, millions, billions, trillions. Over which we mulL But facts are facts where'er we go Regardless of amounts. So here's some facts on accidents. And that's what really counts. It isn't always big machines With blades of sharpened steel That rob a man of arm or leg .And make his senses red. Nor is it always "on the job" Most accidents take place. But just the opposite is true .And figures prove our case. It's carelessness in tittle things At home and on the street Neglect in moving objects small Away from running feet. A makeshift ladder, sliding rugs. Electric cords that spark A disregard for cellar stairs And stumbling in the dark. Crossing where no crossing* are While looking at the sky. Driving on a slippery road With milestones whizzing by. These are the things that take a toll We all should frown upon So watch for them when off the job, .As well as when you're on. -Humble Pip* Lin* Company, Houston, Texas 40 41 OFFICERS OF THE ELECTRICAL EQUIPMENT SECTION NATIONAL SAFETY COUNCIL 1957-58 Cfnrrat CVxsirtnan--E. E. GEBHART, supervisor of safety, Prigtdaire Div. General Motors corp. Dayton, Ohio. Secretary--G. \V. KOCH, supervisor of safety, Western Electric co. Kearney Works, Kearney* N, J. ''toff Representative--PAUL E, SHEPPARD, National Safety Council Chicago, III. 1 `ttr-Ckainrum for Electronics Division--FRANK J. STORMER. Mp, Safety A Plant Protection. Hotpoint Co., Chicago, III, ' 1`ice'CMairman for Heavy Apparatus Division--E. ,1, TURTON, supervisor of safety. Westinghouse corp. Buffalo, N. Y, Vice-Chairman for Light Apparatus Division--E. L. GERDIXG. Leeds & Northrop co. I'hitaddphia. Pa. . Vice-Chairman tor Electrical IVire and Cable Division--H. E, YOUNG, safety director. Rome Cable Co. Rome; X. Y. Newsletter Committee: J. J. MARINER (Chairman), safety director, Federal Telephone St Radio co., Clifton, X. J.; M. I. GJERDE, senior engineer, .American Mutual Liability Ins. co. Hackensack, X. ,1.; F. G. COFFEY, safety director, l.T.E. Grctiit Breaker co. Philadelphia, Pa.; M. M. RHULAND, safety director, Landers, Frary A Clark. New Britain, Conn.; R. P. SNYDER, safety engineer, Sylvania Electrie Products Inc. Altoona, Pa. Research and Engineering Committee: \V. F. McCHESNEY, Chairman, safety director. Airborne Computer Laboratory, International Business Machines corp. Vestal N. Y.; M. E KULBERG, division safety engineer, Sylvania Electric Products Inc. Woburn. Mass.; C. A. SLAUGHTER, supervisor, Plant Protection & Safety, /ack tc Henn, Inc. Cleveland, Ohio; W. G, MOORHEAD, Administrator, Safety & Health Dept. .Aircraft-Marine Products, Harrisburg, Pa.; C. H. BOWLIN, safety director. .Anaconda Wire 6t Cable co. .Anderson, lod.; F. G. PEREGOY, supervisor of safety, Air-Arm Div. Westinghouse Electric corp., Baltimore, Md. Program Committer: R. B. MARSHALL, Chairman, safety director, Trailmobile, Inc. Cincinnati. Ohio; G. MacDOXALD, Self Insurers Services, Inc. Chicago, I'll.; S. J. CURTIS, safety director,* Burroughs Corp. Detroit, Mich.; R, -A. WRIGHT, manager. Safety St Security Dept. Farnsworth Electronics co.. Fort Wayne, Ind.; R. L. BART LETT, supervisor of safety, Allis-Chalmers Mfg. Co. Pittsburgh, Pa. Membership Committee: G. R. SMITH, Chairman, safety director. Champion Lamp Works, Lynn, Mas.; H. J. JENNINGS, supervisor of safety. General Electric co. Linn, Mass.; E. T. SCHRECK, safety director. Sunbeam corp. Chicago, III; IX LEONARD, safety engineer. Simplex Wire St Cable co. Cambridge, Mas*.; H, J, FERRARI, sales manager & engineer. Excel Electric Service co. Chicago. III. 42 Training ami Publications Committee: K. STANAT, Chairman, safety director. Magnetics, Inc. Butler, Pa.; J. R. DAVIS, chief of plant protection. The Hallierafter* co. Chi cago, III; L. J. LACKNER, director of personnel <t safety. White Sewing Machine co., Cleveland, Ohio; C. LANG, supervisor of safety, Westinghouse Electric corp. Meter Div. Newark, N. j.; J. V, BEECHER, chairman, Industrial Relations Staff, Stromberg-Carlson Co. Div. of General Dynamics Corp. Rochester, N. Y, Counselors and Association Committee: Pasi Chairmen--J. M. TRANSUE, Chairman, Security director, Philco corp. Philadelphia, Pa.; M. L. MILLER, supervisor of safety, Westinghouse Electric corp. Pittsburgh, Pa.; . K. TAYLOR, safety director, Zenith Radio corp. Chicago. Ill; H. B. DUFFUS, administrator, accident prevention, West inghouse Electric corp. Pittsburgh, Pa.; C F SCHLUETER, accident prevention manager, Employers Mutual of Wausau, Wausau, Wis.; XL F. BIANCARDI, manager, Safety' Services dept, Aliis-Chalmers Mfg. co. Milwaukee, Wis.; C. N. FOGG, safety director. Simplex Wire St Cable co. Cambridge, Mass.; J, A, EDMONDS, vice-president, Daniel Woodheid co. Chicago, UL; J. J. LAWLER, division safety engineer. Radio Tube div. Sylvania Electric Products Inc., Emporium, Pa. 43 OFFICERS OF THE PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--J. E. APPEL, safety engineer. Commonwealth Edison cix. Chicago, III, Vice-Chairman--E. M. CHASE, safety director. Central Vermont Public Service corp, Rutland, Vt Second Vice-Chairman--R. S. LOWE, plant training ft safety supervisor, Northwestern Bell Telephone ax, Omaha, Neb. Secretary*-R. E. McELDOWNEY, JBL, safet>' director, United Fuel Gas ca. Charleston, W, Va. Program Committee Chairman--L. CLANCY NANRY, director of safety. The Detroit Edison ctx, Detroit, Midi. Vice-Chairman--Electric--M. M. MEHRING, safety supervisor. Consumers Public Power District, Columbus, Neb. Vice-Chairman--Cat--F. P. MUELLER, assistant director of nfety. The Peoples Gas, Light and Coke ox, Chicago, UL Vice-Chairman--IVater--W. R, LaDUE, superintendent ft chief engineer city of Akron, Bureau of Water, Akron, Ohio. Vice-Chairman--Communications--SAMUEL ilcKAY, JR-. area safety supervisor. The Bell Telephone eo. of Pemuu, Philadelphia. Pa. Engineering Committee Chairman--V. L. WOMELDORFF, safety director. Illinois Power co- Decatur, III. Vice-Chairman--Electric--W, F. BACHMAN, safety director, Omaha Public Power District, Omaha, Neb.; ROY BE1TH, manager & secretary-treasurer, Electrical Em* ployers assn, Toronto, Canada; I. L RIPLEY, director of safety. Central Maine Power co., Augusta, Maine; D. El. MOORE, safety director. Duke Power co- Char lotte. N. C Vice-Chairman--Cat--V/. J. EASTON, director of accident prevention. The Cincinnati Gas ft Electric eo.. Cincinnati. Ohio; R. G. CLAAR. safety director. The Ohio Fuel Gas eo., Columbus, Ohio; E. D. JONES, safety director. City Utilities of Springfield, M&souri, Springfield,fMo.: W. D. COLLINS, safety director, Rockland Light ft Power co., Boston, Mass. Vice-Chairman--IVater--T. F. ALLEN, safety engineer. Department of Water ft Sewers, Commissioner's Office, Gty of Chicago, Chicago, III.; V. A. APPLEYARD, chief of water operations, City of Philadelphia, Water Department, Philadelphia, Pa.; O. V, BROCKWAY, safety inspector. Board of Water Commissioners, Denver, Colo. Vice-Chairman--Communications--N. W. TEMPLE, plant safety supervisor. Pacific Tele phone & Telegraph co., Seattle, Wash.; JOHN BIRD, administrative supervisor. The Western Union Telegraph co- New York, N. Y. Vice-Chairman--Special Protects--}. M. FALLS, assistant to manager of industrial rela tions, Northern Indiana Public Service co. Hammond. lad.; CHARLES SCHWEICJCART, safety director, Hoosier Engineering ca_ Columbus, Ohio. Education and Training Committee Chairman--ERROLL DUNBAR, safety engineer. Potomac Electric Power co., Wash ington, D. C. Vice-Chairman--Posters--F. D. NORBERG. safety director, Utah Power ft Light eo.. Salt Lake Gty, Utah; if. J. BEXDEKOVIC. manager of safety claims. Public Service co. of Colorado, Dearer. Colo.; J. B. SCHEERER, supervisor, inspections, safety de partment, Philadelphia Electric co- PbUadefphia, Pa. Vice-Chairman--Visual Aids--H. G POT THAST, supervising instructor, Wisconsin Rural Electric, job mining ft afety. Mmocaiic. Wis.; C H, GUM. safety supervisor, City of Jacksonville Utilities, Jacksonville; Fla.; K. G. CREGAR, safety director. Metropolitan Edison ax, Reading, Pa. Vice-Chairman--Training Plans--A. B. LARSEN, supervisor, construction training. Com monwealth Edison csx, Chicago, 111.; W. L. CLIFTON, technical assistant, accident prevention div- The Hydro-Electric Power Contra, of Ontario, Toronto. Canada; J. G. DALTON, general safety engineer, Southern Bdi Telephone ft Telegraph co. Atlanta, Ga.; HERBERT HOLMES, nfety director, Michigan Wisconsin Pipe Line co., Detroit, Mich.; R. N. PAPICH, safety consultant, American Gas Assn- New York, N. Y.; C. E. HAMMON, safety director, Columbus ft Southern Ohio Electric co, Columbus, Ohio. Publicity Committee Chairman--T. F. WICKFORD, safety supervisor. Commonwealth Edison ox, Chicago, III. Vice-Chairman---Public Relations-->R, R. CONN, supervisor of training ft safety, Power Station Department. Duquesne Light co.. Pittsburgh. Pa. / 'icc-Chairman--Newsletter--PAUL WINDSOR, safety director. Bureau of Safety, Inc, Chicago, III.; R. M. CLARK, safety director, Atlantic Gty Electric ax, Atlantic City, N. J.; j, G. LAMBERT, safety supervisor. Northern Illinois Gas ax. Wheaton, TIL; A. B. SHEHEE, safety engineer, R, E. A- Electric Engineering div- U. S, Department of Agriculture, Washington, D G Statistics Sr Contests Committee Chairmen--C. A- FISCHBACK, safety supervisor. Southern Califorma Edison cow Los Angeles, Calif. Vice-Chairmen--D. E. HUSK, safety director. New Jersey Power ft Light co.. Dover, tf. J.; J. W. GRONBECK, safety manager. New England Electric System. Boston, Mass. Membership Committee Chairman--S, T. ROBESON, safety supervisor, Carolina Telephone ft Telmaph ax, Tarboro, N. G Vice-Chairman--H. W. MASTERS, safety director, Asphundh Tree Expert co. ft Utilities Line Const, co., Inc- Jenldntowc. Pa.; J. E. HICKMAN, safety engineer, Los Angeles Department of Water ft Power, Los Angeles, Calif.; j. R. HEIM, safety director, Mooongahela Power co- Fairmont, W. Va.; E. B. BELL, assistant safety director. The Ohio Power co.. Canton, Ohio. 45 Projects Committee CAotVmew--*J. O. LESLIE, safety director, Gilbert Associates, Inc, Reading, Fa. Vice-Chainnan--E. S. HANNAFORD, safety engineer. Long Lines Department, American Telephone & Telegraph co., New York, N. Y.; W. S. KITCHEN, system safety super visor, Appalachian Electric Power co, Roanoke, Va.: J. E. HICKMAN, safety engineer. Los Angeles Department of Water St Power. Los Angeles, Calif.; HOWARD COOK, assistant manager, safety department, Philadelphia Electric co., Philadelphia, Pa. Nominating Committee General Chairman--W. S. KITCHEN, system safely supervisor, Appalachian Electric Power co., Roanoke, Va Spedal Representatives: R. J. FAUST, assistant executive secretary* American Water Works Association, New York, N. Y.; E. C BAUMANN (chairman. Accident Prevention Committee, A.G.A.), safety engineer. Gas Department, Public Service Electric St Gas co^ Newark, N. J.; I. R. DOHR (chairman. Accident Prevention Committee, Edison Electric Institute), general safety supervisor. Consumers Power co., Jackson, Mich. Staff Repmcntatrve--PAUL E. SHEPPARD, National Safety Council. Chicago, lit. 46 Other Volumes in this Series Users of this volume will find much value in its companion volumes. Here is the list: Vol.No. TITLE Stock No. t General Samians and Detailed Index te alt Volumes................................................ 02247--I 2 Aviation: ^roM(icel tnduitrics Section t Air TransportSection........ 022-27--2 3 latic Steps in Accident Prevention................... ................. .. 02247--3 4 Cement end Quarry Industries.......... ........................................ .. ............... .. 02247--4 5 Qiemical Industries ....................................... .................................................................... 02247--S 4 Coal MinSnf Industry............................ ........................................................... .. 02127--4 7 Construction Industry and Public Employment (Publicbnplayst Section)... 02247--7 t Electrical Equipment Industry and Public Utilities........... .................................. .. 02247--4 9 Farm Safety .................... ............................................. .................... .................................... 02247--4 10 Fertiliser Industry ................................ 02247--10 11 Food. Meat Packing 4 Leather Industries, Trades andServices........................... 02247--11 12 6jn and Ceramics Industry and Rubber Industry................... .... 02247--12 13 Heme Safety ............................................. 02247--13 14 Industrial Subject Samiana (Sponsored by ASSE).................................................. 02247--14 15 Labor ......... ....................................................................................................................... .. 02247--IS 14 Maritime Industries (Marine Section)................................ 02247--14 17 Metals Indwtry ......................... 02247--17 It Mrtais Products Industries (Automotive and Mschina Shop Saetion Power Press and Forging Section)............................................................................. 02247--It 19 Mining Industry .................................... 02247--19 20 Meter Transportation industry (Commercial VehicleSection)............ 02247--20 21 Occupational Health Nursing Sectian................................ 22 Petroleum Industry ................................................... ........................................... .. 02247--21 02247--22 23 Printing and Publiihing Industry.............. ...................... 02247--23 24 Pulp and Paper Industry...................................................... <0247--24 25 Railroad Industry ................ 02247--25 24 School and Callage Safety....................................................... ..................................... 02247--24 27 Traffic Safety ............................................................ <0247--27 2t Transit Industry ................................................ 02247--21 29 Wosd Products and Textile Industries.......................................................... 02247--29 30 Early Morning Sessions, "Human Relations ond Man-Managomawt",....... nww--in 1957 | CURRENT SAFETY TOPICS FARM SAFETY Volume 9 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE I to 9 copies Each 12 or less pages-- $045 13 to-24 pages-- 45 25 to 48 pages-- ' .45 49 to 96 pages-- .60 Over 96 pages-- 45 10 to 99 copies Each $040 48 47 40 75 100 to 999 copies --Each $047 45 43 .45 70 1000 or mere Each $047 45 43 .45 4D Complete set of Current Safety Topics (30 vols.)--$9401 Stock Na 02247 AH prices shown are subject to a 10 per cent discount to National Safety Gonad! members. Transactions of i i45th National Safety Congre (October 21-25, 1957, Chicago, 1U.) NATIONAL SAPKTY COUNCIL 425 NORTH MICHIGAN AVL CHICAGO 11. ILL. 6C0Q23S03 rains* I* *..*. ' 022-7?-- 4S national safety council 433 N MICHIGAN AVENUE. CHICAGO II, IUINOIS CONTENTS Farm Safety Safety Makes Sense................................ ........................... .................... Earl L Bute 7 Research--A Key to Safer Fanning (A Panel Discussion).............. .................... 10 The Ohio Story--A Rural Accident Survey................................................. ,........... II Cowboy Highway Safety.............. ................................................ Calvert R. Dodge 12 Youth Boy Scouts of America I9SI National Safety Good Turn Program......... .. 15 Safety with Firearms.................................. .......................... Robert J. Clavin 16 Have /ou Met Otto?....................................................................... .. Elaine Peters IB Peaceful and Safe Uses of Atomic Energy................. Col. William D. Jackson I? Careers in Safety..................................................................... James D, HH 25 Officers .......................................... ......................... ................. .................................... 30 3 LEARNING TO LIVE . . . Learning to live--safdy--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. The** people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, pane! discussions and symposiums, they acquired new Ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing danger*--new dangers never before encountered. These, in addition to the everyday hazards of life; occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a bandy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume; Since the proceedings have been edited and condensed for reference purposes, the complete original manuscr . ith any charts or illustrations used, are available in the National :ty Council files. Views expressed at the Congress or is any volurr ' Current Safety Topics are those of the Congress participants, and not i arity those of the National Safety Council. THE FARM CONFERENCE This volume is a record of the sessions held at the 1957 National Safety Con gress by the Farm Conference. The conduct of these Congress sessions each year is only one of the many cooperative activities which the conference carries on in behalf of Its members, and for the benefit of accident prevention work on the farm. The activities of (he conference are under the direction of its executive com mittee, the members of which are listed at the close of this volume 5 SAFETY MAKES SENSE by CML L BUTZ dun of agriculture, Purdue University, Lafayette, Ind. Safety makes sense in any occupation. It certainly makes sense to (arm residents, where there is a potential saving of aearly 13.000 live* annually. Add to this die more than ooe ratilioa non-fatal farm accidents each year, and you have a substantial accsdnt toll on the farms and in the farm homes of America. More farm workers have fatal accidents The really heartbreaking thing about all this U that most of the accidents that kill some 13,000 farm people each year and in jure another million are caused by unsafe practices and hazardous conditions that could he corrected. That's something to think about, isn't it? DON'T KNOW HOW SEJUOUS than in any other major occupation. Last year's toll was 3,600 farm workers killed. The total number of farm residents--men. women, and children--tolled accidentally last year was 1^800, and 1,050,000 others were disabled. Among farm workers themselves, 300.000 suffered disabling injuries. The farm Yes, the farts accident situation is really serious. However, many fanners and farm leaders have had their attention directed elsewhere by newspaper headlines telling about airplane crashes, tram wrecks, and similar calamities in various parts of the world. At the same time; farm people are death rate per person employed was ex ceeded only by the mining and construction industries. The National Safety Council estimates that the accidental death rate of farm resi dents declined from S&7 deaths per 100,000 population in 1955 to 57.5 in 1956. This was only a one per cent reduction in the accident rate in the one-year period. One per cent reduction per year is far too slow. We must do better than that. The financial loss from farm accidents is appalling. This has been estimated at ap proximately $1.5 billion annually. This is onc-seventh of total realised net farm in come in recent years. Substantial reduc tion of this figure would be a wonderful way to raise net farm income. being killed at the rate of 38 a day in the United States alone. But these deaths hap pen at different times and in scattered places, and never make the headlines oa a national scale. Our first need, then, is to make people aware of the situation. In general, progress is bring made in this area. Fourteen annual National Farm Safety Weeks have helped greatly in calling attention to this need. National leadership for this event is provided by the Safety Council and the O.S.D.A. Farm Safety Week and the continuous ef forts of local, state, and national groups have combined to make people more aware of the problem. Needless to say, the excel lent cooperation of press, radio; and TV has been s major factor. STATISTICS HAVE MEANINGS Figure* and loss ratios like those dted above are cold and Impersonal. Losses are just a number. But these figures take on concrete meaning at the place where they have their beginning--with the family of the accadmt victim. The measurable loss from accidents and fires is tremendous, but the part that can't be measured is even greater. It encompasses all those things that are not replaceable--including human life itself. And who can place a monetary value oa a human life snuffed out at the begiming of its productive period? Unfortunately, awareness alone does not prevent accidents. People must act There ha* been improvement in this respect too. However, action might be more plentiful if we could only convince more farm people that something on be done to prevent acci dents, Many still seem to believe the situa tion is hopeless. We have positive evidence that something can be done merely by look ing at the lower and lower accident rates in states and communities which have had active safety programs and where accurate records have beta kept. We need to tell this story to those communities where safety is still an accident. 1957 National Safety Congress TEACH THE ADULTS TOO American agriculture U in the middle of One of the things at which we excel in the United States is all kinds of programs to "teach the youngsters." We do it m the schools, 4-H organizations, Boy Scoots, church organizations, and a dozen other places. We frequently overlook the necessity to teach the adults too. And that includes ourselves. To many cases our teaching the youngsters takes the form of preaching rather than teaching. Our group leaders will tell them how to do <t or how not to do it, but fre quently will not follow through by practic ing what they preach." Many parents openly violate safety rules and, at die same time, warn their children, "Don't let me catch >*00 doing it this way.** They might as well add--"Wait until you become an adult, then you can do it" Some of those youngsters just can't wait until they reach adulthood to Imitate the people who tried to teach them to do otherwise a far-reaching scientific and technological revolution. It is changing from an industry of "art* and crafts** to an industry under girded by science and technology. Adjust ments which hare occurred in agricultural production and marketing during the past 10 year* hare Iww phenomenal- Still greater changes lie The rapidity of change is greater sow than ever before in our history. Research and education are shortening the time span of progress. Adjustments have always had to be made tn American agriculture. But because these adjustments ia previous generations were spread through several decades, farm fami lies were pretty well able to "take them in their stride." Today the agricultural revolu tion is advancing with such rapidity that farm families and rural communities often find it difficult to make the kind of economic and sociological adjustment required. In any period of rapid change like this HAVE NO TRAINING Most farm leaden have received prac tically do formal training in safety. It's no wonder they so seldom consider it as pert of their job. However, they are often is as excellent position to teach safety on a practical hosts. In one state, a subject mat ter extension specialist remarked that if his state wanted safety taught, it should hire a safety specialist because he had it is doubly important that we be safety conscioQS. New machines, new techniques, new way* of doing things, and expanded scales of operation create unfamiliarity and breed new hazards. This will be increas ingly (rue as our farms continue to grow in site, in capital investment, and in technology. Some of the old hazards may be eliminated by these advances, only at the expense of introducing newer and more perilous ones. enough to do without pointing out the safety aspects of his specialty. Obviously* be was overlooking the fact that safety should be a part of every job. The reason for estab lishing educational programs is "to make living better" for people, but without safety, "m'c may oot live at alL" People who are worth teaching "how to live better" certainly should he worth teach ing "how to Itve!" RESEARCH IN FARM SAFETY Why all this talk about changes in safety problems? What does it mean to people like you who are promoting farm safety? Today's safety facts may not be true at all tomorrow. Certainly, the relative importance of many farm hazards will be changing almost constantly. Obviously, this makes up-to-date research important. Without it no program can operate effectively. Farm Some stories fit so many situations that safety is no exception. they are used over and over again. For example, many times *re've all beard about the house that had the leaky roof. Someone asked the owner why he didn't fix it He explained that be couldn't work up there when it was raining and when it wasn't raining, the roof didn't leak. While commending those who have helped provide farm safety research, I would quickly point out the need for much more help in this particular field. Some of this help will come from highly trained engi neers and other professional research spe cialists. On the other hand, every farm In many ways, safety is just the same. family can help in the important job of People seldom see a need for it until the accident reporting and other phase* of re accident happens, and then it's too late. search. 8 Farm Safety 1 Ttoeogh constant, well planned research. **ras fife can be made mfer. Much pro cress ha* already been made, in the farm 1 11 lanrrT field, for example, we have had improved shielding; safety decals, self carters. standardized hitch point, and other casres that have some safety tn their background. The fact that some farmers fe so* me all the safety divices that are rvw provided should not be used as an tsemc by manufacturers for not providing rvrr* and better safety features as fast as they can be developed by competent reteardL In past years there has been a tendency tor some farm equipment manufacturers to *1<t (he sales manager design the equipment" Although this obviously may be good busi ness from a short tune point of view, the design esgiocer cannot ignore safety fea tures if be wants to stay in business over a period of yean. Moreover, it is oar public responsibility to mdode every possible safety feature; ma tbeoik the sale* manager might con tend that the added cost wilt not be re coverable ia increased sales. Then again. ncae sales manage* ought be surprised if her tried to "sefl the safety features" on their equipment Whb the bread educational programs in safety going forward among firm people, farmers will increasingly took toe those equipment items with the beat bolt-ia safety features. push safety everywhere Let's not be so satisfied with the progress we've made in few isolated cases that we overlook the need that still exists in many other situations. Outstanding safety pro grams by a few 4-H Clubs or Future Farmer Chapters or adult farm organiza tions should be commended and used as examples for other less active groups. They should not lead us to think the entire job is practically solved. We can't expect much progress from anyone who is not reached in some way by our safety educational pro crams. Careful planning is necessary to reach the most people with a convincing program. 1 undestand (he 1958 National Institute for Farm Safety will be conducted oa a work shop basis in a special effort to pool the best ideas from many different sources. But ideas are of no value unless they are put into action. Therefore, it will be up to each state; each county, and each local organization to see that ideas for action reach farm families and individuals in a way that wiO inspire them to eliminate hazards to their life and property. To do this, planning must not be limited to the Farm division of the National Safety Council or the various state farm safety committees. Planning must be evi dent all along the tine until safe conditions and safe habits are thoroughly a part of farm life every where. By definition, aa accident is nopburned. Safety can result only from planning and good luck. We must not depend entirely upon good luck. THREE TS OF SAFETY An effective program in farm safety should be built around "The Three T*s of Safety." There are: t. Training. Everyone working in farm safety mu** constantly tram himself regard ing incidence and causes of accidents, new hazards that come with changed agriculture and rural living; more effective ways of motivating people to `live safely," and meth ods of mobilizing communities for action programs. Training of both self and others must be a never-ending process. 2. Teamwork. Safety is a job everyone. It han't be left to the so-called safety ex pert, to the teacher, to the county agent, to the farm organization, or to the farm editor. It's a job for,all of us. To the ex tent that we get full teamwork In the attack on accidents, success will be achieved. 3. Tenacity. This is a job that calls for a lot of "stick-to-itive-oess." Progress will be slow. Discouragements will be many. Frequently accidents will occur in spite of everything we can do. There will be time* when all of us will be tempted to throw in the sponge: But farm safety education is a jab that calls for the highest degree of tenacity. If each of us sticks to it. then the community program will be advanced. We who promote farm safety deal with one of the most precious resources we have --human life itself. The Lord gave each of ut three precious and irreplaceable gifts. He endowed each of us with a human life, a human mind, and a spas of years in 9 1957 National Safety Congress which to use that life and that mind. These gifts constitute the ultimate scaree resource we have oa this earth. When they are taken from us, they can never be duplicated. They are irreplaceable. GIFT OF HUMAN UF Our real goal In farm safety promotion is to preserve those three divine gifts a little longer for some of the 13,000 farm people who otherwise will be killed this year in farm accidents, and to make life more meaningful and more productive for some of the one million noo-fatal accident victims on our farms this year. Our real goal is to make it possible for as increasing number of these people to he spared death and accident so that they tsar continue to make a lasting aaUhetiee die service and growth of the Aaerio ae love so much. Our basic goal in fans safety, therefore, is the advancement of human welfare and human happiness in our tune. This is a goal worthy of the best efforts and highest tal ents of all of us. A RESEARCH--A KEY TO SAFER FARMING (A Poool Discussion) V. S. PETERSON, (Discussion Leader) E. I. du Pont de Nemours & Ox. Ames, Iowa;FRANK B. LANHAM, head. Agricultural Engineering dept. University of Illinois, Urbuaa, lit; G. H. LARSON, had. Agricultural Engineering dept, Kan sas State College, Manhattan, Kan.; CHARLES LOGAN, superintendent. Beltsville Research Center, U, S. Department of Agriculture. Washington. D. C; E. W. TANQUARY, International Harvester Co. Chicago, Til. Research is an "organized quest for knowledge," and is generally divided into two areas: applied and fundamental. Re search, the panel emphasized, must be based on facts. Farm accident research now in progress continues to search into the underlying of accidents. Standardization of safety equip ment and operating principles are being ap plied (d farm equipment to reduce confusion and to safeguard operators. In regard to compickers, the best safe guard for the operator is to make sure his machine is maintained in the most efficient operating condition. A question and answer period designed to bring out Important research subjects pro duced the following proposed areas for study: 10 1. The effect of vibration on the ma chine operator 2. The effect of dust on the health of the fanner 3. Insecticides and their effect on humans 4. Basic research on human behavior in relation to accidents 5. Causes of accidents from the view point of human tolerance and be havior 6. Research into the causes of hay baler accidents 7. The effect of nutrition in relation ship to fatigue and accident rate Four factors stand in the way of expanded research. They are: 1. lack of manpower. 2, lack of funds, 3. lack of facilities, and 4. lack of administrative support. The way to overcome these obstacles is to do a complete study of the present re search situation and oa the basis of it pres ent a strong case for the need. In his closing remarks Lanham stated that technical societies should play up safety factors in technical papers. Others stated that there should be further use of com mercial institutions in furthering safety re search and that the Farm Conferences of the National Safety Council take the leader ship in accelerating such programs. A THE OHIO STORY--A RURAL ACCIDENT SURVEY Pnoux Mimas: tt*. E. STUCKEY, farm safety specialist, Ohio State University, Columbus, Ohio. \V. B, WOOD, director of extension, Ohio State University, Columbus, Ohio. ft H. BAKER, associate professor, agricul tural economics, Ohio State University, Columbus, Ohio. DAVID GERBER, associate agricultural extension agent. Ottawa. Ohio. LITTA ROBERSON, director. Women's activities, Ohio Farm Bureau Federation, Columbus, Ohio. The Ohio rural accident survey, conducted during the 1957 calendar year, was a strati fied random sample survey to ascertain the frequency, severity, types, causes, time and places of accidents occurring to farm peo ple in Ohio. The survey was launched because "A pro gram in safety education, to be most effec tive, must be based oa the seeds and interests of the people involved. It is im perative that we have the facts pertaining to a problem before we program to improve the situation. This survey Is an attempt to collect the facts pertaining to the accident problem affecting farm people is Ohio. In the process of collecting these facts we are acuvdy involving thousands of people in a safety program--this fact alone, justifies the work and expense involved." Four hundred forty voluntary, trained in terviewers contacting 4,300 families in eight counties in Ohio are the survey work force. Counties included in the study are Putnam, Hancock, Clinton, Fayette. PetTy, Carroll, Medina and Lake. Results of the study will be scrutinized at both the county and sate level* to de termine further safety education programs. The following is the letter sent to the voluntary interviewers: Subject; Acodoit Study Dear Friend: Welcome aboard! We are delighted to have your .help us this splendid public serv ice project. Will you please visit the 10 farms in your sample area as soon as you raw, preferably this next week. Your sample is the 10 farms that He be tween your farm and your usual shopping center. They should be the farms on both sides of the road you usually travel going to town. If you live In town, a sample area will be selected for you. If two interviewers live too dose together to get a full quota, let the one closer to town choose an alternate area, usually the read that parallels your road oa the right as you face town. Even though these samples contain only 600 to 800 families, we expect to have enough representative information to esti mate accurately the nature, cause and extent of all accidents that took place in the county In 1957. The eight counties that are carrying on this study will provide enough information to do the same for the state. Visit 10 farms. What is a farm? Any tract of land of three acres or more oa which agricultural operations are performed by the operator, either alone or with the assistance of his family and hired labor (or even a tract of less than three acres pro ducing $150 worth or more of agricultural products for sale). Is considered a farm. As you see, this includes part-time farmers, even a farm if alt of it was in the soil bank. A farm may be oce tract or several, provided it is handled by the same operator. Report all accidents. What is an accident f For this study let us define an accident as any injury to any person living or working on a farm, that requires professional medi cal care-doctor, hospital, nurse, X-ray, or loss of K day or more of time from work or play. Report all accidents to farm people; re gardless of where they occurred. Any informatioa that you receive should be treated confidentially. Assure the posons being interviewed that no names will be used in any reports, news stories or even in your conversation with others. All of us thank you for what you are about to do. Good luck I 11 1957 National Safety Congress FARM ACCIDENT STUDY SHEET No accident this farm or family this period A. WHO was injured? Husband, wife. son. daughter, hired help. Age, if, F. B. WHEN! Month, day, hour, A.M., P.M. C. WHERE did it occur? In home or dooryard, in field, building or barnyard, while away from farm. D. WHAT were they doing when injured? Working, playing. WHAT TYPE of injury? Cut, bruise, rpnun, bum, fracture, infection, poison. F. HOW SERIOUS was the injury? Slight, severe, permanent, fatal C. WHAT THING was involved? Trac tor, machinery, tool, animal, knife, diair, bed, ax, auto, truck, tree, gun, lightning. nail Ice. H. WHAT KIND of accident? Fall, same level; fall, different level; slip; caught m or between; struck against; struck by falling or flying object; bum; electric; inhalation. I. TIME LOST from work (or play)days at home, days in hospital. J. COST. Doctor bills, drugs and medi cine, hospital, help hired to replace per son injured. K. Give any other pertinent facts about the lrriiirnt A COWBOY HIGHWAY SAFETY by CALVERT R. DODGE executive secretary, Wyoming State Farm Safety committee, Laramie, Wyo. The cowboy state of Wyoming is known for its wide open space, friendly people, wonderful hanting and fishing and its wide highways enabling all comers to get where they're going easily and with a fairly good nonre of nitty. Yet. with all these at tractions 7J07 people were involved in ac cidents in 1956. During June, July and August, when the fish run to bite the visi tor's hook, the visitor is getting himself hooked an the highway. The driver of the ear, truck or other ve hicle in Wyoming gets so excited or anxious about this great state that he speeds; he fails to gram the right of way; he drives on the wrong ride of the road and he en gages in the csesummatioo of toxic liquids that not only dull his sense of beauty In the west, bfit in many cases plant him within six feet of the top of* this wonderful earth. Twenty-six per cent of these folks that kill themselves in Wyoming do so by ram ming into the rear end of someone rise's ear. Another twenty-two per cent are so anxious to die in Wyoming they sideswipe other cars. An additional four per cent ram head-on to cm* their desire for speed and thrilL Our Chamber of Commerce presents the inquiring traveler within Wyoming a brochure, which, among other suggestions, asks the driver to pull off the road occasion-. allyand take in the sights. Bat this sug gestion didn't imply tint they should jet propel themselves off the raid and into eternity. Yet 80 per cent of Wyoming^ noneollision type accidents resulting in fa talities are caused by people drrring off the road. Since Wy-omtng has some outstanding state highways, 80 per cent of the folks kilting themselves use these highways, while five per cent use the county roads. WYOMING RACES One race you probably haven't heard too much about is the chuck wagon race held at our famous frostier days in Cbcyane. It's thrill-packed and exciting. Someone usually gets hurt each year but he recovers. Then, we have what is known as the potato race at many of our rodeos. Cowboys os horse back race with a javelin to see who can stab the most potatoes in a box. Once in * while someone gets hurt. Bat. perhaps ' the strangest race we have in- Wyoming is the race between residents and non-resident* to get killed. 12 Form Safety Ia the past five years, for example, the resideXS have won the race almost two to cee whkh proves that home is where you jjad maw. the kids aad the crazy drivers. In 1956 the race ended something like this --119 ii lirirnTT killed and 54 non-residents killed on the highways. Twenty-six per cent of the racers were between 2S and 34 years of age; Sixty-three per cent of all fatal accidents involved Wyoming licensed drivers. Now, our ranchers and farmers ever since the days of the Oregon Trail and the Lewis aad Clark expeditions, have never been out done. They boost the most of everything and the biggest of anything that's left. We've got the most antelope, the most deer, the most hot springs, and the most scenery-- and we're bigger than Texas when you flat ten us out. WcB, by some poor tuck only 49 per cent of instate drivers are rural resi dents. That's less than half . . . but not by much. Which proves only this . . . that the slow drawl and easy going way of tbs 'ole cow hand generally turns into a blood curdling scream and a tense, eager highway hunter when be mourns the 'ole Ford or Chevie tor a run to the market. Now, this is a slight exaggeration and we don't want to imply the Wyoming resident has no regard tor others, because he certainly has. It just seems like a few of them want to paste up some sort of record, and it just happens that the highway is generally where they get pasted up. COWtOY HIGHWAY ILLS But all this preliminary is nothing short of a buildup to point to the true picture of the cowboy and his car in Wyoming. Some years ago, 1949 to be exact, we or ganized a Wyoming State Farm safety com mittee. It was reorganized in 1955 and we believe that m the near future it will change its name to Wyoming Rural safety commit tee so as not to leave out a single cowboy, rancher or shcepherdcr. The Committee isn't going to attempt to cure the state of all its ills aloog highway safety lines, bat its members feel that by using constant reminders, working an local levels, creating interest and setting up chal lenges ... the 'ole cowboy will beaxne in terested enough In himself and his family to want to keep them alive just to see if the committee succeeds. On the state level the committee devel oped a state-wide highway safety program. It helped organize 23 (that's all the counties we have) county safety eommittes. Each of these committees (in 1956) worked out plans for Highway "Slow Down and Live" signs six feet by three feet and placed them along the highway right of way with the help of the highway department News releases are made to appeal to local residents once a week. Radio releases are also prepared. DIVIDED UP STATE To get the program on a surer footing the committee developed an intensive train ing program for local committees. Each member of the state committee had dis trict of three to four counties which were his or her responsibility. Safety materials were purchased from the National Safety Council for distribution to local committees. As an example of the result of this seeding process, we'd like to tell you about the Lee Cummins' safety committee story. One exceptionally bright morning (yoa must remember that in Wyoming every morning is bright, but some are exceptionally bright) a state committee member went to the county agent's office in Johnson county. Wyoming. In case you don't know where Johnson county is, remember that Buffalo is the county seat and that it is the gateway to the Big Horn Mountains which in turn form the gateway to Yellowstone Park. Now, in the county agent's office it was suggested that someone coll someone to help get a safety committee organized. In an other three-quarters of an hour on the some exceptionally bright, morning five safety- minded citizens met for coffee. One of them happend to be Lee Cummins. Lee is manager of a local co-op. The others in cluded an auto dealer, an electrician, a hardware dealer and the county agent COMMITTEE'S ACTIVITIES Six weeks later the Johnson county safety committee, which was formed that morning over coffee, had: . 1. Helped complete the highway sign project 2. Set up a regular series of radio broadcasts. 3. Set up a program for regular news articles on safety. 13 1957 National Safety Congress 4. Started a safety message insert pro* gram for mailing with regular monthly statements of all business concern*. 5. Prepared safety window display*. 6. Started gimmick program, (with pencils) % This doesn't cod their story, however, for they are now planning a whole new year's worth of idea* and they plan to carry it out with gusto. People in Johnson county are becoming fully aware that they them selves are responsible for being alert and for being careful. ' Again we at the state level find ourselves in some sort of a race. This time it's a race to keep ahead of Johnson county. So, we have now thrown the hopper of Kh hems as: l. A welcome arch at all mam highways filtering the state. Here a patrolman would Stop each visitor's car ad issue a welcome ticket, which tcU* oi the wonderful cowboy state and also fiscs a bsc dunce warning to stow down and live and be careful or else! 2L Stimulate the auto testing program handled in many towns by the Junior Cham ber of Commerce. <5. Support ad promote pay increases and increase is numbers of highway patrolmen. 4. Promote an improved Justice of the Peace program. 5. Increase our efforts oo local safety programs, induding the Scout Good Turn Program for 1958, the 4-H and FFA pro grams and others. 6. Develop as incentive awards program for participants. These are just a few of the ways m which we believe we can keep reminding people to be safety-minded. We hope you will come to see us and our program in action. We know you will en joy Wyoming more than ever because you can be confident we are going to help you help yourself to safety and pleasure in the Cowboy State, A 14 BOY SCOUTS OF AMERICA 1958 NATIONAL SAFETY GOOD TURN PROGRAM DONALD M. HIGGINS, director, health & safety service. Boy Scouts of America, New Brunswick, N, J. EDWARD WATSON. Explorer Post 2604. Chicago. JOHN HAYES. Sea Explorer S7JJ, Chicago. STEVE SCHOOLMAN. Boy Scout Troop 599, Chicago. Higgins: I've had the chance for the last pro or three days of going around and meeting with various groups to tell them about the National Service Project being planned by the Boy Scouts of America lor next year. However, the two finest pres entatiocj have been the ones that have been made by boys themselves. One of those happened Monday morning when, at the annual meeting of the National Safety Council. Scout Warren Mcland had the privilege of giving one of the principal talks at the opening meeting of this Na tional Safety Congress. Scout Melasd ex plained the three different phases of the 1958 program which will emphasize traffic safety m the spring, outdoor safety in the Mwamer and home safety in the falL This uwnuug I have the privilege of presenting not ooe but three yotmg men who are going to tell you briefly about the different phases. The first speaker who will tell you something about the Safety Good Turn and the traffic safety phase of the program. I introduce Scout Steve School man of Troop 599, Chicago. Schoolman: The slogan of the Boy Scouts of America is do a good turn daily, but this concept of personal good turn has bees expanded to something bigger. We are ready to announce our 1958 national project It will be a Safety Good Toro. Safety has long been a part of Scouting. It will be the job of the Senior Scouts and the adult leaders to impress upon the boil the need for safety practices. We have a membership of nearly four and onehalf million Scouts and Scooters. If we do our job properly we have four and one-half million safety consdous young men. Remem ber, too, that a Scout's activities are apt to nib off on the members of his family, thus expanding the program's effectiveness. I would tilce especially to discuss our contribution to the traffic safety program. We will have to function in terms of Scout ing tools. Our basic tools are oar Scout oath and laws. By applying these taws, particularly alertness, courtesy and obedi ence, to the traffic problem we can best make our point We must make our point that alertness is absolutely necessary to traffic safety for motorists and pedestrians. Even a momentary lapse can mean injury, suffer ing and even death. Neither drivers or pedestrians can afford to daydream in our streets. The young boy gets the impression that courtesy means tipping his hat to his neigh bors on his way to church, or giving his seat to a woman should he happen to be on a crowded bus. We must make the young boy realize that it is more than that. It is the difference between bring a civilised hu man bring or the pack of the jungle. To give way to another, regardless of right of way, is a mall gesture that will often avert an aeddort. The smalt kindnesses cost so little in time, but pay big dividends in good will and safety. Obedience, as couiiesy, is taken from the Scout law. Our country is based oo law. Our law* are made for the good of the majority. They must be obeyed to avert chaos. No laws are more important than those concerning traffic. For safety's sake the Boy Scout must leant that he must obey both the written law and the laws of com mon sense. If our program can prevent one accident during 1958 it has been successful. We hope, however, to have oar achievements surpass this. Higgins: To speak oo the outdoor safety part of this program I present Sea Explorer John Hayes of Ship No. 5738 of Chicago. 15 39ST National Safety Congress Hayes: The siannya1 *** offer a great dsl of activities for the average boy. He mar go camping, sailing; or fishing. He will have a great deal of fun if safety is applied, that is if he uses crxomejn sense. It is only good sense to do things as they should be done. 1 am most interested is bat sail* ing an be extremely dangerous if proper precautions are doc observed. The same applies to a good tetany other outdoor sports. Our outdoor activities are designed chiefly for fm, and there is very little sense in marring these occasions with aeddeat tragedies. HOME SAFETY PROMOTED Higgins: I Wee to present the third of oar group of spealccrs who wiB emphasize the borne safety phase which is what we will rmphaii/r is the fall of 1954. This is Ed Watson of Explorer Post 2604 of Chicago. Watson: The 1055 statistics of the Hatiooai Safety Cotmal show that some 0,450,000 people were injured in accidents. The hotne is not cafe because more than half of these accidents which occur every year, occur is the home. This is more than 4,000, 000. More than 200.000 of these accidents result in death. The financial loss is also (rat. About $600^)00,000 a year in wages are lose just because of home accidents. I wiO explain just approximately what will be done in my own council so that you will see what kind of a job win be done. Here in Chicago, in February the program will be ticked off. The first thing will be pamphlets distributed and parades and the whole safety program will be highlighted. There will be individual and unit projects and demonstrations given by each unit We will also use the help of public officials, the fire department and other local safety or ganizations. We will take the first three months of March, April and May for safety on the highways. We will take June, July and August and safety in the outdoor will be our theme. In the last three moaths September, October and November, we will stress the home safety phase of our program. In these months there will be home safety projects by each unit and there will be a booklet distributed to some 40,000,000 homes to facilitate our campaign and to help reduce and correct danger spots m the home. The American public will receive the most concentrated dose of safety education which we can give them. Let us alt hope that it takes..A SAFETY WITH FIREARMS by ROKRT J. CLAVIN field representative, Remington Amis eoH Inc., ft has been said that at lost 95 per cent of all hunting accidents due to firearms can he avoided if every giamer will acquaint himself with the fundamentals of gun han dling and constantly practice them. These fundamentals are ample and serve a dtal purpose. First, they help keep hunting a safe sport and second, they make for better marksmanship. There is no excuse for oxelessnesS in gun handling, whether the weapon is loaded or not. The cardinal rule of gua safety is "treat your gun with the respect due a loaded gun.'* Hoe are some simple; easy-to-follow sug gestions that, if.made a definite must on 10 every hunting trip; will assure the hunter and his companions a safe return; Carry only empty guns, taken down or with the action open into your automobile; camp or home. Whenever you pick up a gist, whether you are indoors or outdoors, always first point the muzzle of the gun in a safe direction and examine the piece carefully to make sure it is not loaded. The pointing of a loaded or unloaded gun toward a companion is a violation of every principle of good sportsmanship. It is the unpardonable sis of shooting ethics. Do it just once and you have lost the respect and comradeship of your companion, and branded Form Safety yoursiff as either a thoughtless novice or a careless, dangerous shooter with whom it is unsafe to go afield. Watch that musslef Never indulge in horseplay with firearms. This fool-hardy practice has caused many fatal and near fatal accidents. Leaving loaded guns unattended is ex tremely dangerous. A companion may pick one up thinking it unloaded. If it is propped against a tree, car or post, a frisking hunt ing dog nay bump against at, knocking off the safety and stepping on the trigger. These things have happened! When you are rating in the field or woods, always lay your gua down fiat, pref erably unloading it first, with the muzzle pointing away from everybody. Ho one can enjoy a lunch looking down the muzzle of a gun, loaded or unloaded. In climbing over fences or obstructions, always first pass your gun over to your companion, or pass it through the fence sad lay it on the ground. A stumble or a fall might prove disastrous. nobile, always unload your gun. Take it iown or open the action before putting it iway or setting it aside. Always make sure of your target before gulling the trigger. Take a good look . . . and then look again! Never fire is the di rection of a sudden sound. It may be caused by some farmer's livestock, or, worse still, another hunter. And this has happened, tool When yon are in the woods or close cover, it is best to wear some article of bright color, preferably yellow. Ho deer goes prancing around wearing a bright colored bandana. Be careful of shooting at flat, hard sur faces of the surface of water. Dangerous ricochets may result from such shooting. Don't be afraid of bong accused of hav ing "old maidish" ideas in the practice of these simple principles of gun safety. By observing them, you wit! gain the respect CHECK GUN'S SAMS. Before loading your gun, always make sure that the barrel and action are free from obstructions. Foreign matter in the barrel causes more "blow up" guns than any other factor. Should you stumble badly or fall and your gun muzzle touches the ground, always unload and look through the bore to be sure that It is not clogged with mud, snow or other substance. If you are waiting single file, keep your muzzle pointed forward. If you are waiting behind yoar companion, see that your gun points away from him at all times. It is best to walk abreast ua the fields or woods; but in doing so, see that your muaile is always pointing away from him. Never crqwd your companion in the duck blind. Be sure that each of you have plenty of room in which to shoot safely. Never, never poll a gun, loaded or un leaded, toward you from a boat, car or through a fence. You are flirting with a date with the undertaker when you do this. Always sec that your safety is on until you are ready to shoot. Sudden jars and brushing against twigs or brush can release the safety catch without your knowing it. Examine it frequently. When yon approach camp or your auto Be on the alert always. This trill avoid ronfusioa and allow >*00 to bring your gun nto action quickly. Alertness makes for ?ood marksmanship. Carry your gun at the 'ready" position, hands on the tore-end and Krip; muzzle elevated at an angle about in line with your eye. Adopt a free and easy attitude. This will allow you to bring your gun up to your shoulder quickly, get your check down on the stock easily and permit the free swing which gets results. Watch your footing carefully. Try al ways to be in position to gain solid, com fortable shooting stance which will allow quids coordination of mind and muscle. Always go comfortably shod. Pinched or blistered feet will spoil any day's hunt Dress as lightly as possible. If the weather is cold, a couple of light sweaters under vour hunting jacket will keep you warm, and if they become uncomfortable, one or It is a compliment to be invite! to go hunting with an experienced gunner. It means he believes you will observe all the rules of safety and practice good sportsman ship. Don't let bom down by taking chance* and you'll help make hunting a safer sport 17 HAVE YOU MET OTTO? by EUUNE PETEKS winner. 1957 State 4>H speaking contest, West Bend, Wis. Have you ever met Otto? He can be seen most anywhere, on street* and high ways, in parking lots and garages, in the city as well as in the country. He cesses in assorted sizes, shapes, and colon. He is most happy when filled with sufficient amounts of gas and oil, washed occasionally, and always kept in repair. I think by sow you have guessed that Otto is aa auto. Yes, Otto is an automobile. He probably has some of the sune charac teristics of your own car, because all cars Have something m common with Otto. 1 think Otto knows you pretty wclL He knows how you react to certain situations. He knows bow long it takes for you to get dasgusted with other drivers on the highway. fault? The sign reads "Slow--Watch Out for Cars," but still the driver tries to get across but doesn't make it. It isn't the sign's fault Well then, maybe it is the road's fault Yet, the road with its many hills and hollows and sharp turns and curves, No, it is not the road's fault Oh, maybe it is the weather's fault--the rain, sleet and fog that make it hard to sec. You have all heard drivers say, "Why, I can handle my car under any condition." Sometimes they can't No, it is not the weather's fault How about the car? Is it Otto's fault that his brakes weren't ade quately adjusted the but time he was is the garage? No, we can't blame Otto. Then there is, only one place we can pot the I wonder what Otto would say if he could blame--that's on the driver. Every man and talk? He would probably say. "listen here. woman who attempts to get behind the The next time we go around a comer you wheel of an automobile can directly or in better slow down, because I can't go around directly be to blame for an accident the corner at such a speed and still stay oa all four wheels." Or be might say, "The next time we come to a railroad track, let's wait for the train instead of getting across in the nick of time.'* Yes, I guess Otto knows you pretty welL I don't have to list a book of facts or a roll of statistics to prove that there are acci dents. Yen are all aware of than. The most important thing is bow they can be prevented. Four-H Chtbe, Boy Scouts, Girt Scouts, safety councils, yes, and even motor OTTO FEARS ACOOBfTS Otto has talked to many of his friends and relatives who have been close to danecraus. yes. eves fatal accidents. I wonder what he is thinking as he's waiting for you to drive him? He*s probably thinking "If h's happened to them, it could happen to me: if it's happened to their drivers, it could happen to mine,"' Yes, it could hap pen to you. Vine hundred thirty-seven people thought it couldxrt happen to them in 1936. Nine hundred thirty-seven people were killed on corporations pot out posters, signs, and slogans urging the American people to drive safely. You have heard them all: "Drive With Care Everywhere.'* "Drive to Arrive," "The Best Safety Device Is You," "Look Out For the Car Behind the Car tn Front of You." Don't the American people know that when they are behind the wheel of an automobile, they are behind the wheel of potential death? What do we have to do to convince the American people to drive safely? Wisconsin highways because someone was in too much of a hurry, careless, or didn't use common sense Directly or indirectly there is a cause or reason for every accident. We as human brings, like to pass the blame on someone else. I wonder who we caa pass the on this time. Let's see--could it be the sign's SHOULD WE THREATEN? Do we have to pot out signs and posters that *ay "Let's See How Many People We Out Slaughter in 1957," "Let's Make It an All-Time High This Week End," "Can You Come Home Minus a Leg or Ann After This Motor Trip?" I don't think it would help. The American people read, and 13 Farm Safety that's as far as it goes. They don't take it to heart and they don't take it to head. What is my advice, my opinion? I think we should educate the American people-- educate them to use their common sense, to use their God-given ability lo use their mind. If there is any doubt that every thing will turn out safe, they shouldn't at tempt to try it. When driving down the mad, a driver should make sure there isn't a car in the other lane when he attempts to pass. In this way he will be using his common sense. We don't have to lei our buttons pop jnst because the death toll stands at 343 today-- much lower than last year's death total through June. We won't let our buttons pop until that death toll stands so low that every state in the Union will look at us and admire Wisconsin. They will wonder what we did to coavioce the people to drive safely. BLAME DRIVER ONLY We must put the blame on the driver because we can't blame the car, the road, the weather, or the signs. Along with signs, slogans, and posters, as well as articles writ ten, we must educate the American people to use their common sense. I wonder what Otto would say if we asked him. He would probably smile, blink his headlights and say, "I think the Ameri can people should invent a ear with com mon sense--a caj that wouldn't let you go 75 mph in a 63 mile speed zone because the car, not the driver, has common sense--a car that wouldn't let you cross the railroad track because the ear, not the driver, sensed the danger." It certainly would be wonder ful, but most impossible. I would tike to leave you with this final thought. The only way we can equip a car with commoe sense is if we equip you--the driver--to drive with coramoa sense.^ PEACEFUL AND SAFE USES OF ATOMIC ENERGY by COL. WILLIAM D. JACKSON chief, office of research & engineering, Dept. of Army, Washington, D. C. The generation before you progressed from the horse-and buggy age to the automobile age. You arc witnessing and will actively participate in the beginning of the atomic age. My subject is the Peaceful and Safe Uses of Atomic Energy. My generation failed to make the use of the automobile safely and the pathetic part ts that we seem to have become accustomed to the high death, injury, and destruction figures from the automobile. I'm glad to see that yon people arc trying to do something about it. Regarding the safety of the use of atomic energy, J honestly believe that the non military use of atomic energy will be one of the safest forms of energy we have. After all, fire and gasoline are certainly not sale, unless handled properly. The factor that contributes to the addi tional hazard of atomic energy is the radia tion effect. The Atomic Commissicm and the other agencies engaged in work are mindful of the problems and every indica tion points toward die careful and systematic solution of these problems. May I quote from an article entitled "Reactor Safety" in the September 1937 issue of the magazine iVueUonies: "Since its formation, the Atomic Energy Commission has been concerned with the reactor safety problem. It first set up the reactor safeguard committee, then the indus trial committee on reactor location problems, and now the advisory committee on reactor safeguards. AEG has established a technical staff to deal with the evaluation of reactor hazards. It has sponsored the development of more reliable and safer reactor* arid has invested and is investing large sums in re search oa the many unsolved problems re lated lo reactor safety. "Regulations are in effect now requiring a complete description of proposed reactors, their site, and proposed operation. The regu- 19 1957 National Softly Congress iations also require that the applicant make a study of the possible and probable acci dents and show that all reasonable precau tions have been taken to protect the public and employees. All applications, including the applicant's hazards summary report are available to the public as are the evaluations It is interesting that with all the advance ment we still must rely on water being heated to steam and the turbine-generator to generate electricity. The use of atomic energy has been visualized for the various forms of transportation and, of course, is a reality with the submarine. and actions of the AEG" You can see that the excellent safety rec ord, to date, is the result of a concerted effort to proceed with caution during this development period The phenomenoni of radioactivity has cer tainly opened up a big field in the form of the use of tracer elements. Radioactive ele ments can be fed to humans, animals, and plants. The path of the element as it Background of the Peaceful Use of the Atom During World War II, much was learned about nuclear technology. The practical ap plication was toward the developing of a weapon. Alter the War, the effort was to journeys through the life cycle can be traced. Much has been /earned about the metabolic processes of the body and much saluable information has been gained on the action of fertilizers in plant life. develop further nuclear weapons; but. in addition, a whole new era has begun. We RADIOISOTOPES refer to it as the peaceful uses of atomic energy as contrasted with the military ap plication. We should not refer to it u a new industry because it is much more wide spread. Actually, nuclear energy has a potential of spreading across almost every type of industry that we know. A widespread application of atomic energy in industry is tin; use of radioisotopes as gauges, for radiographic testing and as tracers. The basic principle is simple. Es sentially- a radioisotope with known radia tion is placed on one side of the material to be measured and a calibrated detector on Until 1933, most of the investigations of the potential of atomic energy- were spon sored by the Atomic Energy Commission. The address of President Eisenhower be fore the General Assembly of the United Nations on December 3. 1953, entitled; "The Atom for Progress and Peace" was the real "kick-off" for nuclear applications. It put this challenging program on a world-wide, the other. Continuous measurements of mass per unit area can be made without contact with the material. The resulting data can then be fed bock into the system to control the process. By use of shielding and con tinuous use of radiation monitoring instru ments. these techniques are safe and free of health hazards to the plant personnel. Wiggin, of the Atomic Industrial Forum, inter-national basis rather than being limited Inc reported that a manufacturer of coated classification. It is less than four years since abrasives found that the installation of five this expansion began and the progress is radioactive thickness gauges on bis produc actually unbelievable. tion Vine {aid for themselves in less than a year through a reduction is rejections, waste; PEACEFUL USES OF ATOMIC ENERGY machine down-time and inspection personnel Thermal energy for the production of and an increase in operating speeds. heat and power is only a small part of the The use of radioactive tracers in industry potential we have in this held. When coal is also well known. or oil bums, energy' is released during the process of molecular rearrangement.. When uranium fissions, the weight of the fission products is less than the original atom. The weight is not lost, but is converted into energy and mostly thermal energy; and it is a potent source of energy, indeed. A many times greater source of energy is the fusion process which is the principle of the H-bomb. The successful harnessing of this energy The Quartermaster General of the Army is charged with the problem of feeding the Army. Feeding soldiers ut a garrison mess isn't too great a problem, but when large groups of men are fed in the field under adverse conditions, the problems multiply. Good food is one of the greatest morale builders we have Food is not a luxury, it is a necessity, so we ltd that if we can im prove on its acceptability we will gain in is at present limited to the fission principle. many ways. For example, there will be less 20 Form Safely discarding of food by the troops from the monotony. If all of the ration is consumed, we know the men are subsiding oq a bal anced diet, and of course, the men ere happier and more contented. Canned foods arc acceptable to us in our homes. The main reason U that we can and do supplement our daily ration with fresh meat, fruit, and vegetables. In other words, we don't go to an extreme ia caring a particular type of foodand become tired of it. In the field a long distance from base support, we must rely on a preserved food product. We feel that food preserved by radiation may greatly assist us in our problem. NATURE OF THE PROCESS As you ut aware, the principal cause of food spoilage is the growth of insects and micro-organisms. In frozen foods, preserva tion and protection is affected by slowing the activities of these organisms, in the conventional canning methods, the food spoiling organisms are destroyed by heating. In this process the food is often subjected to high temperatures, under pressure, for pe riods in excess of an hour. la radiation, there is slmost no heating and the particular rays used can be either the beta or gamma type. The samples are exposed to these invisible penetrating rays and, through this penetration, the micro organisms are either killed out-right, or their internal functions are so disrupted that they- can no longer reproduce, and we even tually end up with a preserved product which can remain fresh for extended periods of time. The oitire process resembles that of tak ing aa x-ray. Thus, if the food sample has been pre-wrapped before exposure to the rays, to prevent re-infestation by insects and micro-organisms, it will remain preserved in the fresh form---just as is now possible in your freezer. The principal distinction, however, is that with irradiation, foods will require only a minimum of refrigeration and many of them may not require any at alL Let us examine where we are from the point of view of the two principal tech nologies involved. First; food--- There are four prerequisites that this i method of preservation must satisfy: 1. The treatment must lull the germs in food. 2. The irradiated food must be whole some. 3. The treatment must not adversely change the color, odor, taste or tex ture of foods. 4. The process must be economically feasible. Let us see where we stand on these four points. Kitting Food Germs There is no question but that radiation will in fact kill all the micro-organisms found in food, provided enough radiation js used. The amount of radiation required to produce an effect varies with the spede, with man being the most susceptible and bacteria the most resistant For the same organism the lethal dose may depend upon the conditions of irradiation. In general we are fairly certain of the radiation re quirements (rep--That amount of radiation that would be absorbed in tissue to the extent of ap prox 93 er*s/gm). a. At 12,000 reps? potatoes and onions arc inhibited from sprouting. b. At 30,000 reps: trichina worms, in sects are killed. e. At 200,000 reps: Most micro-or ganisms are killed (Pasteurization). d. At 2,000,000reps: The most resistant of bacteria are lolled (steritiation). For comparison purposes only, at 500 reps, 50 per cent of exposed personnel would be killed. (Factor of 4,000). Wholesome food . We are reserving final judgment on the wholesomcness of irradiated food until more information is accumulated. This conserva tive attitude is due to the potentially sizeable fraction of our diet which may be irradiated when the process becomes successful. From the data already available we can state that the treated foods do not become radioactive; they are not toxic or harmful, and are often more nutritious than foods treated by other preserving methods. Wo adverse changes We find that foods respond individually to radiation by changes in color, odor, taste and texture. Milk, for example, will develop tndesirable flavor changes at 100,000 reps 21 1957 fJational Safety Congress while dried prune* will withstand 3,000,000 rep* without change. For doses up to 30,000 rep* needed to kill such things a* trichina, insects or liver fluke** only few foods are adversely affected. We have irradiated cheese. The flavor of grain. Electron generators appear to have the best application to foods which have a seasonal or transient processing cycle and relatively tow volume at any one location but are oot necessarily restricted to such use. the cheese is dose t^ that of imported cheese. It may be possible to develop an acceptability for irradiated food, a method of developing an imported cheese domestic* ally. These change* in flavor are departure* from the accustomed Savors. Some of these may he acceptable departures. Other tones they are not acceptable. For p"* radiation it appears that nac> tors are the most feasible. It can be shown that specially designed reactor* can be con structed to irradiate food and the heat thrown away and still prove to be a profit able venture. This need not be done since the surplus heat can be used for space heat ing and low pressure steam, both required Process must be economically feasible. Economic feasibility is somewhat a matter of conjecture at the present tone. This is due to uncertainties surrounding the cost and capacity of radiation sources which will be required In commercial practice. There U at present no reliable experience upon which in food processing plants. Reactors for the food industry appear to have the strongest application for foods brought to central locations for processing in volume, such as meat, poultry, fish and possibly grain or for large packages such as roasts, or quarters of beef. to base Ann economic estimates. The best present estimates for (Afferent types of treatment techniques are as follows: ACCOMPLISHING THE RESEARCH At present we have contract* with ap --To stop sprouting in potatoes or onions, ,03 (plus or minus .02) cents per pound. --To kill insects in grain, .06 (plus or minus J52) cents per pound. --To sterilize meat, three (phis or minus two) cents par pound. proximately 50 academic, govenunoitai, and industrial research laboratories. Within the quartermaster the main effort of the food program is centered at the QX Food and Container Institute for the Armed Forces, Chicago. Representatives of the Air Force and the Navy are on duty at the institute. These costs wilt drop and the range Through these representatives, the needs and rapidly reduce as we develop better methods interest of the other services are considered for producing commercially acceptable radia and studied. Also, it i* through these repre tion sources. This makes a fitting introduc- sentatives that the other services are kept tioa to the next subject--radiation sources. informed of the progress that is being made. RADIATION SOURCES The radiation source* may be of two kinds; reactors using nuclear fuel which produce gamma rays or electron generators which produce beams of electrons. The types of sources available are fairly clear to the food industry. What is uncertain axe the respective speed of development, convenience of use; and economics. The electron generator industry appears capable of constructing any number of ma chines at the desired operating ratings if orders were placed today. Electron genera tors have the advantage of portability, low operating cost, high efficiency, and do not use fissionable material. However, they are limited to treating foods processed in slabs such as bacon, steaks, fish fillets, cheese or An Interesting means of gaming assistance and creating interest on tbc part of industry in areas that may or may not be of (Erect benefit to the military is through "coopera tive agreements^ or "no cost to the govern ment" type of contracts. We will Irradiate a firm's products in return for the Ann's technical cvaJatioa of the resultant product Abstracts of all prog ress reports are compiled at the QM Food and Container Institute at Chicago and distributed to all interested and participating companies. We have approximately 30 of these agreements is effect now and negotia tions are being made with five or six more organizations, Let's take a few minutes to discuss the wholesomenes* studies on irradiated foods. The work oo toxicity, human feeding, and 22 Farm Safety wholesomeness is being conducted through the cooperation of the office of The Surgeon General. United States Army. Since March 1954 short-term feeding ex periments oo irradiated foods have been conducted at three research institutions. After eight weeks feeding of these foods to rats and having obtained toxicity clearance on the basis, of negative findings (based an program. The Meat Inspection division of the U. S. Department of Agriculture has also been apprised of the progress in the program. The long-term wholesomenes* studies, which will carry the foods through to the point where the long-term human feeding can be started, are under way on the follow ing foods: growth of animals and food consumption) these foods arc then tested by a portability panel at the Quartermaster Food and Con tainer Institute. Acceptance of irradiated foods by this portability panel permits these foods to be actually tested on btanas test subjects at the Army Medical Nutrition Laboratory in Denver. Irradiated foods have been fed to these human test subjects at levels of 35, 65, 80 and TOO per cent calories ia the diet for as long as four weeks with no toxic effect. Meat Pork Bacon Chicken Beef Sea Food Codfish Shrimp Tuna Dairy Product Evaporated milk Composite Food Vegetables White potatoes Sweet potatoes Green bean* Carrots Cora Cole slaw Fruit Peaches Oranges Jam Fruit compote RESULTS OF TESTS Complete physical examinations were con Beef stew Chicken stew Cereal Product Flour- ducted periodically oa the human test sub These are two-year studies and will be jects with follow-up examinations for one carried through four generations of two year after they have been separated from different species of animals on each food. the 'project. To obtain information on di gestibility of such foods, complete analyses are conducted oa the metabolic waste products from all teat subjects oo aa oairradi- ated diet and irradiated diet. No significant The foods will then be carried through^ the long term human feeding program, troop acceptance, plant production, and the specifiatiaa phase. differences have been observed in total en CIVILIAN POTENTIAL ergy value, ntilizatian of protein, or digesti What the successful development of the bility for the mitjcated and irradiated diets. process can do for: For all die foods tested the human test subjects hove found the irradiated foods nearly as acceptable as the non-irradiated foods. There are. of ooccne. some excep tions such ss irradiated powdered mifle and strawberries which in first test were not as writ received as the tmtrcated products. a. Farmer Food preservation will provide an impor tant contribution to our agricultural economy since this treatment will result in the dis tribution of foods at the consumer level on a more economical basis. Through all these tests no evidence of residual toxic effects from the consumption of irradiated foods has been reported. Work is continuing with future plans bong con The inhibition of sprouting of onions and potatoes may make possible a more orderly marketing of these product* since the stor age life may be significantly extended. centrated upon longer term feeding of Farmers cooperatives and other collection irradiated foods and the critical testing of irradiated foods that have been stored at 70 degrees F. for three to six months. The Food and Drug Administration of the Deportment of Health, Education and Welfare has worked closely with the office of The Surgeon General in the design of certain experimental phase* of the broad center* may have facilities for Irradiating potatoes. This wilt minimize disposing of excess "overage'* potatoes at distress prices because of the relatively short normal stor age life. Extended shelf life without refrigeration of some foods may expand foreign markets. Markets now closed because consumers do 23 19S7 National Softly Congress not own the requisite refrigeration can be opened. This is particularly important in considering exports to lands less appliance* minded then the United States, b. Food Practising The expansion of markets cited for the farmer would also accrue to the food proc essor. Foods which now have a limited marketable life because of preservation dif ficulties may be more plentifully distributed. Oysters and shrimp for example, which are difficult to preserve even under refrigeration may be available to a widespread market. Potato chip manufacturers, who are con cerned about sugar concentration in potatoes will find that irradiated potatoes may be held longer and at higher temperatures with out the formation of sugar from starch. A lighter chip will result which is more acceptable from the consumer standpoint Marketing of prepackaged meats might be simplified as refrigeration requirements will be greatly reduced. the number of foods available; (b) improve ments in the quality of certain foods; (c) economies due to lowered cost of refrigea- lion handling, and extended storage of per ishables Shelf life of voder refrigeration will be spoilage that nay take place m the borne. The storage life will begin when the peck- age is broken rather than wbos packaged by food producers. In other words, the food will react to the influences of Tpihyt sinti- lar to that of fresh foods or * "**M foods after the sealed container is ofTM*4 Future Outlook of the Industrial Applica tions of Atomic Energy In research with glass, for instance, the reports are that irradiation experts is this field are within striking distance of pro ducing a glass which is not brittle and which wiD withstand extremely high tem peratures. Standard Oil has already re ported that its researchers have produced gasoline by direct irradiation. c. Public Health Ofluer The Public Health Officer's job of con trolling food-borne diseases such as trichi nosis. salmonellosis and liver fluke infesta tions can be facilitated. In Chin's Review and Modern Industry (a Dun and Btadstrcet Publication) of August 1957 it is reported that the General Electric company is producing an irradiated polyethylene tape that has special sealwig and protecting qualities. The (.pjolm com d. Grocer pany are sterilizing heat sensitive drags; The grocer will of course share in the extended market possibilities that will ac crue to the farmer and the food processor. Overall extension of safe preservation time for many foodstuffs will reduce the grocer's losses. For example, the shelf life of luncheon meats, held under refrigeration, such as antibiotics, by radiation. In the Atomic Energy Guiddetter of August 7, 1956, it Is reported that Westmghouse de veloped a process to produce silioooe rub ber, a synthetic rubber, from silicooe gtai in a matter of seconds by electron irradia tion. This rubber is on the market. may be extended five to 10 times when ir radiated. Irradiated tomatoes can be stored OTHER IRRADIATION PRODUCTS up to 14 days at room temperature. Cole Atlantic Refining is producing hydrazine, slaw, stored at refrigeration temperature in a powerful rocket fuel, by irradiiatmg am perforated polyethylene or cellophane bags, monia ; experimentally sawdust has i* satisfactory at the end of 25 days. produced which is edible by cattle as a food; Irradiated Armed hams need not be kept under refrigeration. Many other meats now requiring refrigeration would be capable of being stored and displayed at room tem perature when Irradiated. Likewise some vegetables and fruits now requiring refrig eration will be held satisfactorily at room temperature when suitably packaged, e, Consumer and Housewife The consumer of irradiated foods would benefit in several ways: (a) an increase in a layer of plastics over wood makes a casehardened product impervious to moisture and insects or fungi; sugars are changed into adds; paraffin can be converted into an insoluble rubber-like material: liquid hexane can be converted into formaldehyde; castor oil is changed into a solid; ordinary colorless cl*** bums brown; pure white diamonds turn pink or a light green. A highly potent insecticide has been pro duced by using radiation to combine benzine and chlorine; new plastics, both barr|*r>M 24 Form Safety and flexible, such as squeeze bottles, are being produced conceivably which will with stand certain amounts of heat and corrosion. Of course, we are familiar with the use of radioisotopes in medical therapy such as in the control of cancer. These are only a few examples. One point should be made clear, ionizing radia tion does not, just naturally, produce good m all cases. The process must be controlled and properly applied to obtain the desired results. There has been much discussion about the health hazards from radioactive ele ments. It is a factor contributing to the anxiety of many people toward the use of any material that is radioactive. The ob jective approach you are taking to learn more about the developments of the peaceful uses of atomic energy is highly commend able. I hope that I have bees able to impart to you a feeling that every effort is being made to conduct these programs, with safety being one of the primary objectives. You will play the major role in the world's realization of the many benefits from this source of energy. I have every confidence that you will contribute to and witness more advancemoit in better and safer living con ditions than we ever dream of today. I wish you every success in this worthy ob jective.Aa CAREERS IN SAFETY by JAMES D. HILL district director, field service depL, National Safety Council, Dallas, Tex. A very prosaic--a very "safe" way--to s&rt any speech is with a definition. So let's try to define safety. Webster says it this way: Safety is the condition of being safe; the quality of being devoid of whatever exposes one to danger or harm. In the immediate sense in which we use the word here, he says safety is "of or pertaining to the safeguarding of the public, or of a group of employees, or the tike, from accident" .Another way to describe it is to say that safety U doing things the right way--not the bush league way, Inst the big league way. It ts keeping things in proper propor tion. It Is getting dungs done without "get ting done in." It is accomplishing without risking the loss of more than we could possibly accomplish. In Webster's definition--"of or pertaining to the safeguarding of the public, or of a group of employees, or the like, from acci dent"--is our first due to the nature of a career m safety; safety is not something m and of itself, but always a quality of sometluag else--always related to something. Among the world's most misguided souls are those who try to make safety stand aiooe-- who try to make a career of safety in and of itself. Safety Is like a muscle: unless it ts at tached to something; it draws up in a knot and withers away. The more things it Is connected to. the more things it an move, and the more useful and healthy it will be. ACCIDENT COST $700 The economic basis of a career in safety ts that accidents in our country cost more than $11 billion a year--about $70 for every man, woman and child. I could use my $70 --couldn't you? If you doubt that it costs each individual $70 a year, find some indi vidual who has one accident in 10 years and ask him if he got out for any less than $700i Even if we never have an accident, it still costs us; because money spent ca an accident is just that much less to spend on something else--and all of us have some thing to spend money on. The human basis of a career in safety is that accidents kill 95,000 people and injure nearly 10 million every year. This is about one in every 16 of our total population-- every year. The 95,000 dead leave perhaps a quarter of a million widows, widowers and 25 t9ST National Safety Congrets orphans, and grief aad hardship beyond measure. The spiritual tosis of a career in safety is our belief that human fife and human well-being are the most important things in all creatioo--that the individual human be* ing, be be high or Iramble, U the most predons of all value*--that concern for our fellow nan is second only to concern for our God--"Inasmuch as ye have done unto the least of these, ye lave done it also tmto Sit" These can be no higher calling than serving the cansc of life itself. getting back that extra bit of satisfaction in a challenge fully met--you might look into it. If you tike to tread a well-beaten path, where many have gone before and the way is well posted--get into something else. But if you still fed in your heart beat the blood of the pioneers, you might find safety inter* esting. If you can take a beating for nine maids and two minutes, then brag one up from the floor that has every ounce of you in it-- it just might be that safety is for you. SOB IN SAFETY If you can travel along through life with Do yon want a fob in safety? No one can tell yon that any more than can anyone tell you whether you prefer winter or sum mer ; red or bloc; tennis c>r canasta; blondes, brunettes or redheads; football heroes or `'brains"; strawberry shortcake or rhubarb pie. What you tike or. don't tike--what you want or don't want--only you can decide to your satisfaction. If someone else decisions large or small for you, to the ex tort that they do you are courting unhappi ness. For those who are deprived, or re lieved, or incapable of making their own derisions never amount to quite as much as they would if they did--and they know it They don't quite understand the full satis faction, the fuU significance of life. la a certain sense they have never lived at alL So don't expect anyone to tell you whether you want a career in safety, or in anything rise. 1 On l* one *Mig that ** a tittle less of the material things than you know you could get if you went after them and nothing else; if you would tike to look squarely into the eye of every man you meet and know you are doing him a service; if a declining accident rate can give you the vision of a child kept whole, a life lived out, a family circle unbroken; if you are willing to take your pay not only in the currency of the market place but part of it alto in the currency of the heart aad soul; if you want, when yon leave this life, to bequeath a tittle that wasn't here when you tame--then maybe you ought to look into riij* safety thing. It is only fair to warn you, though, that in a way of speaking, safety is "against Human nature." All of our legend, all of our fancy, lean to danger. The tradition is of adventure and derring-do; meeting and conquering superior force; ob stacles; of courage, risk, conflict and vic tory. Our folklore is a folklore of slaying dragons. be worse than no derision at all is the wrong decision. We never get the chance to make the sue derision twice. So it is important to get the best facts and the best advice we can find opou which to base our deritioo-- any derision. Of course if we took closely and are un commonly perceiving, we just might discern that the biggest dragoa of all is inside man himself--in bis tendency to destroy himself, to raise the bet when the cards are stacked, to sell his birthright for a mess of pottage. Here arte the facts, and the advice as We might comprehend that educating man best we can compose them. out of his foolhardy tendencies is the PIONEER TYPE CAREER greatest challenge of all. This is the challenge of a safety career. A career is safety? If you want to make If your heart is not strong your a mtltioo dollar*--don't. But if yon would mad not supple dough for It, approach it tike to make a stiltioa friends, you might with caution. But if you want a challenge consider it If you want an easy job; aad bigger than you can ever be--try and turn sccneooe offers you a job in safety--run the your bade oa itl other way, as fast as you an. But if you Now for the practical side. What lands don't mind potting in that extra boor, and of jobs are there in safety? The answer 26 Farm Safety to this is, just about any land you can imagine. There are safety jobs in industry, of course; and as our technology develops they will become more numerous and more varied. Yesterday, a safety job in a quarry was an oddity. It is no exaggeration to say that before yew ad your safety career, there will be safety jobs in celestial trans portation. KINDS OF SAFETY JOSS There are safety jobs today in chemistry, mechanics, electronics, nucleonics, and many other fields. Tomorrow there will be safety jobs in the harnessing and transmission of tolar energy, sea-water Conversion and trans portation, wireless power transmission, and in fields that today we oa not even imagine. There are safety jobs in teaching, con struction, motor, rail, air and tubular trans portation, traffic, recreation, home economies, civic affairs, agriculture, journalism, broad casting, government, driving into the earth and salting the seas--everywhere. Yes, even in garbage collection. Name any field of Human endeavor, and there you will find a safety man or woman. The pay? Average or slightly better than average for similar work in other fields; but never quite as much ac you need. VOLUNTEER. PROFESSIONAL JOB Of course; there are safety jobs in safety, too. Some people even work for the Na tional Safety Gomtril! Let me say in this regard that the volunteer*--those who work tor nothing--far outnumber the profes sional*. If it weren't for there volunteers, the efforts of the professionals would amount to nothing at alL So even if you <Jcn't follow a safety career for pay as you go through life, don't be surprised if yoo get pot to work anyway--on a sort of "do it youredf* basis Speaking of experts--yon know what a safety expert is, don't you? A safety ex pert is a person who; away from his native habitat, poses as an exacting profesaoml on the basis of his bring able to turn out. with prolific fortitude, infinite streams of incomprehensible formulae, retaliated with micromctric precision, from vague assump tions which are bored upon debatable figures taken from tncooclnsive experiments carried out by instruments of problematics! accuracy by persons of doubtful reliability and qpe*- tionable mentality, for the avowed purpose of annoying and confusing a hopelessly chimerical group of fanatics referred to al together too frequently as bring safety con scious. The basic technique of a safety expert is to blow in, blow off, and blow out He is sometimes described briefly ac "X, an un known quantity, a drip under pressure" ex pert. We chide the idea of a safety expert for one simple reason --there aren't any. It doesn't take an expert to know the difference between right and wrong, score aad in sanity--and that is yet another definition we can give to safety--the difference be tween right and wrong, sense and insanity. There are safety spedalists, who work at it full time--but no "experts." All I know about safety yon can know if you work at it and think about it and read on it as many years as I have. You should live so long! BEGINNING SAFETY CAREER This brings me to my next point: How do we "get there"--how do we get into a career oo nfety? This is really a good question. Where do we get the education for it? The answer--everywhere. The only reliable basic course for a safety career is in "The University of Hard-Knox." It is the only school that offers a bachelor's degree--and by the time you finish it, you'll probably be married. The unvarnished fad is that you can't start into college as a freshman and take a tour-year course toward a career in safety. The reason is simple: just as nfety to be safety at all must be a part of something else so also you must be good at something rise before you can do a job m safety. Every safety man or woman is an "ex" something rise. For instance, there are 20 other men tike me working for the National Safety Coun cil , well, not just like me, but working in the same kind of job. Four of them, and I, are ex-poticanen. Five come from association work--chambers of commerce trade groups and the like. Three are ex school teachers and one a former school administrator. Three come from journalism, oue from professional fund raising, one from a state 27 1957 National Safety Congress motor vehicle departoeut-- tills ooe wa* also ones a shrimp fisbernan---ewe used to be a city manager, and ooc is a former F.B.L agent In other divisions of the Council we have ex-miner*. ex-farmers, ex-librar ians, ex-engineer*, ex-highway department employees, cx-smtiniriai**. ex-college pro fessor*, ex-waiter*, ex-batcher*, ex-bakers, ex-candlcstickankers, and ex-expert*. NEVER STOP HMJCATION These people all have ooe common charac teristic: they have never slopped learning. Their education wasn't finished when they graduated from high school or college it was only began. They hare had the cari osity to look behind the "how" and try to find the "why." They have tried to find a better way. They have pat in the extra thought, the extra try, the extra bit of patience--*d they haven't watched the clock. The ones who are happy at it have enough love for their fellow man to be slapped down, gtisonderstood, misquoted, misappre hended and mistaken, time and again and still come back for more. Ob, yes - they have one more common qualification--their skulls are two inches thicker than normal, iron butting them against bride walls. If witt want to be a aid/ man or woman, this is something you on start practicing on now. Believe me. the experience will come in handy as your career develops. I should retrace my steps just a bit and ted yoa that there are a number of things, actually, that you can and should take in your undergraduate college training that will better qualify you for safety career. If you go into teaching, by all means take all the safety education courses you can. As frequently as not, these are elec tives. There are courses in general safety education, special courses is traffic safety, driver education, visual education, and others. These are available to some extent in all good schools of education. If you go into government, be sure it isn't all interoatiooaL Take some municipal and state government and, if it is available, some training in police administration. If you go into engineering, the most likely branch leading to traffic engineering is ehril engineering. Just about every other branch of engineering has a strong safety aspect; and in many good engineering schools, spe cial safety engineering courses are available. Look for them. If you go into journalism, take puns to acquaint yourself with the part of the journalist in civic onproveseit programs and campaigns. Take some high-level ad vertising courses, some courses in newspaper and broadcast editorial planning. If yoa go into statistics, accounting or business managemait, lend an eye to the economic aspects of accident prevention. So if yon want a career in safety, first educate yourself well for 'something else. If you go into any branch of engineering; government, teaching, domestic law, jour nalism or business management, your dunces are good. After you are well qualified in your chosen field, that broaden your ex perience, give a little more than you get paid for. think safety and keep your eyes open. An jspportumiy will come, never fear. Now, at this point there U education available <o you--iag*-Jy specialized educa tion. at places like the Center for Safety Education at New York University, North western Uniinutt Traffic Institute, Yale Bureau for Hickway Traffic. Southern Police Institute. The National Safety Council, and a growlag taauher of other institutions. This is specialized training to add to year qafications ones yoa have determined year heading. WHAT SAFETY MAN DOES No matter what direction your college training takes, there * one critically im portant point to bear in mind--the baric nature of the safety professional's job. He ha* a technical job. yes; but fundamentally, his function is to get people to do what they should do and know they should do, but for some human reason don't do. He teaches--but more importantly, he persuades. He compiles information--but more impor tantly. he conveys the meaning of that in formation to people who wouldn't under stand it hut for him. He "sends"--but he accomplishes nothing until his target "re ceives." The most important thing he does is to communicate--information, understand ing; spirit What does this mean, in terms of college training? It means, regardless of the area you study in, take aU the courses you can iS Faun Safety manage in psychology, sociology, English But make allowance for their doubting too; and English literature, philosophy, logic, If you can wait and sot be tired of waiting, writing, public speaking; and the widest pos sible variety of courses, within scholastic requirements. Remember, no two people talk exactly the same language. To each the meaning of each word has a shade of a different meaning. The more peoples' lan guages you can speak; the more you can On being lied about, don't deal in lies. On being hated, don't give way to hating. And yet don't look too good, nor talk too wise; If you can dream--and not meke dreams your master; communicate with, make yourself under If you can think--and not make thought* stood to. your aim; You know, anything I say can be any of If you can meet with Triumph and Disaster four things: what I say, what I mean by And treat those two imposters just the same; what I say, what you hear me say, what you think I mean by what you hear me say. Only when all four are reasonably similar is a thought transmitted from ooe person to another. If you can bear to hear the truth you've spoken Twisted by knaves to make a trap for fools. Or watch the things you gave your life to, broken. This advice is especially important to those of you who will go into engineering training. The sdeKe of engineering is extremely well developed, and the work is heavy; but an engineer's usefulness is not only in what he blows, but also in how much of what he know* he can convey to others. And stoop and build 'em up with worn out tools; If you can make one heap of all your earn ings And risk it cm one turn of pitch-and-toss And lose, and start again at your beginnings Regardless of his educational background, any safety professional ha* still more to learn, and needs to keep on learning as long And never breathe a word about your loss; If you can force your heart and nerve and sinew a* he lives. And having learned, simply to To serve your turn long after they are gone impart his knowledge is not enough--he most make it a part of the people he is dealing with. His merchandise is safety-- but his business U human relations--coos' (Qunication. confidence, inspiration. And so hold ou when there i* nothing in you Except the will which says to them: "Hold on"; If you can talk with crowds and'keep your virtue; SPIRITUAL. QUALIFICATIONS Finally, the most important qualifications of all you won't learn from anywhere-- they are already in you, right now. These are the qualifications of the human spirit. They were described well a good many years ago by a man who wasn't a professional Or walk with kings--nor lose the common touch; If neither foes nor loving friend* can hurt you; If all men count with yon--but none too much; If you can fill the unforgiving minute Safety man, but wbo hat) a deep and sig With sixty seconds' worth of distance run-- nificant kind of safety in mind: Yours U the Earth and everything that's in If >tu cao keep your head when all about you \re losing theirs and blaming it oa you; If you can trust yourself when all men it. And--which is more--you'll be a Man, my soot . --And you'll make a good safety man, too l doubt you. 29 OFFICERS OF THE FARM SECTION NATIONAL SAFETY COUNCIL 1957-58 Vice President for Farms--KIRK. POX. editor, Successful Forming, Dea Moines, Iowa. Ctathnow---A. J. SCHWANTES, agricultural engineering (kpt, University of MJnnesett, St. Paul, Minn. Viee-Chmrmm -EDWARD HOLTEK, lecturer, Kitiml Grange; Washington, D. G Secretary--%IAYNARD H. COE, director. Farm rfnrisicc. National Safety Council. Chicago, IJ1. Members: EDWARD S. ADAMS, director of safety, Iowa Farm Barest) Federation. Des Mobes, lows; MRS. VERNE ALDEN, National Home, Wdlsvflk. Kan.; MRS. ALUER ARMSTRONG, Indiana Farm Boreas Cooperative usl, finfampofo, ZadL; CLYDE N. BERRY, acsodate director, Institute of Agricnhnral Mec&dae. State University of iota, Iowa City. Iowa; THEO BROWN, UoGoe 10.; HARRY BRYSON, American Farm Burnt Federation, Chicago; I1L; GRAHAM T. COULTER. Kraft Foods ca, Qarogq lit; JOHN F. DANEKE, General Motors corpt, Detroit, Mkh.; MISS GERTRUDE DlEKEN, The Form Journal, Philadelphia. Pa.; DON ALD H- DUNHAM, manager, Retirement Sal, & Ins. dept, NaiT. Rural Electric Coop. Aml, Washington, D. G; JOHN M. EKLUND, director of education. Na tional Farmer* Union. Denver. Colo.; T.A. ERICKSON, St. Patti, Mien. ;C1L FERGUSON, administrator. Extension Serv ice. U. S. Dept, of Africa]tare. Washington, D. C; MRS. HOMER GREENE, health ft safety chairman. National Home Demonstration Council, Torwtkr. Miaa.; MISS EUNICE HEYWOOD. assistant <mtor, dtr. hone economic prograqw, Federal Exten sion Service, U. S. Dept, of Africnlnte Washington. D. G; C N. HINKLE. Standard oa CO. (Iodoa), Chicago, UL; ROBERT HOWEY. National Va-Ag, Tochers am, Sycamore. IQ.; MISS AMY KELLY, CoOege of Agriculture, University of Missouri Columbia. Ma; MRS. DORSEY KDUC, moots Stale Grange, OUcx. HL; KEITH KIRKPATRICK. Rwfio Station WHO; Dm Moires. Iowa; EDWARD R. KLAMM, .Mlstate loamante eo, Shofck. 10.; G G LANG Enmias Service, U, & Dept, of Agriculture; Washington; D. G; 5. E. LARSEN, uv*t- Farm EqoqiMSt aim.. Grand Rapids, Midi; E. W. LEHMANN, prof. BseritaL Urbans, UL; S. P. LYLE. Fvtration Service. U. 5. Dept, of Agriod mre. Washington. D. G EARL MERRILL. Repuhfic Sted corp, Oevebnd. Ohio DONALD L IfllLEB, National Agrjeahsral Own), awn. Washington, D. G PAUL MfUJKEN. XatscoaJ Retail Farm Eqaipaot an. St Loms. Ma; HERSCHEL NEWSOM. TW .Vmml Gr**a Washmgtsm, D. C; G. L. NOBLE. National Cam n Bey* fc Gkk Ch* Wotft. Chicago. IR: V. S. PETERSON, E. L Du Pan Dt Nanwnv Am. lun; HARRY PONTIOUS, Kutomrift Innate ccc harry l powell. < OLDS. r TW ft Rabberm, Mthranfa^. Wk; FRANK REYN s p y. & Sud cm*. Pittshwgh. pa.; L P. RICHIE, rice president ft director of purchases, The Oliver cerjx, Chicago; UL; IRA ROGERS, Automotive Safety Foundation, Washington, D, C; MARTIN RONNING, MiaoeapoUr-Molise ca, Minneapolis, Minn.; LOUISE ROSENFELD, assistant director home economics, Cooperative Extension Work, Ames, Iowa; G G. SCRUGGS, Progres sive Fanner, Dallas, Tex.; CHARLES SHUMAN, American Farm Bureau Federation, Chicago, I1L; DR. W. T, SPANTON, Federal Security Administration, U. S. Office of Education, Washington, D. G; ARTHUR STAPEL, Fox Valley Cooperative, Inc. Appleton, Wis.; OTTO STEFFEY, president, Illinois Agricultural assn, Chicago, UL; RANDALL C SWANSON, farm ufety specialist, College of Agriculture, Madison, His.; E. W. TANQUARY, International Harvester co., Chicago, Ilk; F, R. WtLLSEY, farm safety specialist. Dept, of Agricultural Eng. Ext, Purdue University, Lafayette, fcxL; W. B. WOOD, director. Extension Sendee, College of Agriculture, Ohio State University, Cohimbus, Ohio; CARLTON ZINK, products research dept, Deere ft ca, Molina IU. Other Volumes in this Series Users of this volume will find much value in its companion volumes. Here is the list: Vol. No. TITLE Stock No. 1 General Seatons and Detailed Index to all Volume*............................... 02217--1 2 Aviation: Aeronautical Industries Section A Air Trawport Section......... 02127--2 3 Aerie Steps in Accident Prevention............... ....................................................... W227--3 4 Cement and Quarry Induetries...................................................... ........................ 02127--4 5 Chemical Industries ........ ......................................................... . 02227--I 4 Coal Mining industry........................................... 02227-4 7 Construction Industry and Public Employment (Public Employee Section}... 022.27--7 t Electrical Equipment Industry ond Public Utilities.............................. ........... 01227--I 4 Farm Safety ................................................................. ......... ................................ 02127--* 10 Fertilizer Industry ................ 02127--10 M Food, Meat Peeking A Leather Industries. Trades end Sendees...................... 02127--II 12 Gtaa and Ceramics Industry and Rnfebsc Industry............. 13 Home Safety .......................... 021^^--12 022.27--13 14 Industrial Subject Seoiom (Spomored by ASS}............................................ 02217--14 15 Labor ................................. ...................................................................................... 02217--IS 14 Maritime Industries (Marine Section) ...................................02217--14 17 Metals Industry ..............................................................................--............. . 02217--17 15 Metals Products Industries {Automotive ond MscKtne Shop Section IWr Press and Forging Section).......... ....................................................... 02217--II It Mining Industry ................. .................................. .................................. 02217--it 20 Mcrtor Transportation Indwtry (Commercial Vshtefe Sectiea).... .............. 02217--10 21 Occupational Health Nuniny Section................................... 02217--21 22 Petroleum Industry .................................................................................................. 02127--22 23 Printing and Publishing Industry.............. 02217--23 24 Pulp and Paper Industry......... .......................................................... . 02217--24 2$ Railroad Industry ........................................ 02217--25 24 School and Celleye Safety.................................................................................. . 02217--24 27 Traffic Safety............. ......................................... 02127--27 20 Transit Industry .................................................................. 02217--20 2f Wood Products and Tertis Industries...................... 02217--24 30 Early Morning Sessions, "Human Relations and Man-Management"........ 02217--30 957 | XIRRENT SAFETY TOPICS FERTILIZER Volume 10 INDUSTRY PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE \2 or (ess page*13 to It* page*-- 25 to 48 page*-- 49 to 96 page*-- Over 96 pages-- 2 to 9 capits Each $025 15 ,45 .60 15 JO to99 copies Each $020 H 17 SO JS 100 to999 copies Each $0.17 IS 13 ,45 JO 1000or more Each $0J7 15 13 .45 .70 Complete set of Current Safety Topics (30 vol*.)--|9_5Q. Stock No. 022.17 AU prices shown are subject to a 10 per cent discount to National Safety Comdl member*. Transactions of > 45th National Safety Comgre (October 21-23, 1937, Chicago, I NATIONAL SAOTY COUNCIL 42S NORTH MICHtOAN AVK. CHiCAOO 11. ILL IHOHISt ninuutJa. 822.27--4 32 NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE. CHICAGO 11, IUINOIS CONTENTS Front Office Safety.......... ................................... ........................ Safety - A Retreat or a Challenge............................. .Or. John H. Foulger 8 How We Can Profit from Thorough Accident Investigation............................................................ .James E. Kavanaugh 10 Visualising Ammonia Hazards................................................... Reducing the Hazards of Using Nitrogen Solutions and Acids; Carelessness Can Be Costly................................... .................................. .. 22 3 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 11,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas tn safe attitudes, safe methods and safe equipment Throogh speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less ha half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the Continents closer and has made the earth a smaller world And now man anticipates Inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the Katiooal Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the bade page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE FERTILIZER SECTION This volume is a record of the sessions held at the 1957 National Safety Congress by the Fertilizer Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Fertilizer Section carries os in behalf of its members, and for the benefit of accident prevention work in the fertilizer Industry generally. The Section gives guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of fertilizer companies. The activities of the Section are under the direction of its executive com mittee, the members of which are listed at the dose of this volume. 5 FRONT OFFICE SAFETY by FRANK A- GERARD safety manager, Olin Mathteson Chemical Corp., New York City We all know that we must have the co operation of top management for our Acci dent Prevention Program to succeed. With out this cooperation our program will collapse. How many of you do have the coopera tion of top management? What U your top management contributing to your Accident Prevention Program? It's the same ques tion with a different twist--Are your anvtver* the same? Sometimes 1 think we get all mixed up on the question of coopera tion and become complacent in thinking that we have it. Yet when we analyze it we find that w* hare little aad what we do have is shallow and leaves a lot wanting. Now I'm not telling you that your top management isn't cooperative. Aide them and they will be the first to tell you that they want a safe place for their workers to perform their jobs. They tell you "No sir, we don't want to hart any of our people," and add. "I'm 100 per cent for this safety business." Sounds natural, doesn't it? are safety, production equal? .And do you know that they really are sincere in their beliefs that they as top managers are doing everything they can and should do in this accident prevention business. Let me pose another question: does your management give the same at tention to your problem as a safety man as they do to the guy who is in charge of getting out production? I doubt it Now that we have taken our top man agement for a ride, let's take a mirror-like look at ourselves. We are the safety men, hired to do the job. Too many of us use that old excuse of "lack of cooperation." to cover up our own shortcomings. Let me point out tint If you don't have the coopera tion of top management, you are not doing your complete job. You as safety men, must m some way get the cooperation of that guy in the front office. I know this is sometimes difficult because the path to the front office is loog and many times cluttered up with persons between us and the guy to the front office. However, somehow, someway, we must get to him. Believe me, when I tell you that the guy in the front office is a regular guy fully capable of understanding your prob lems and willing to help you with them. But remember that he can't help you un less he is aware of your problems. If you have a problem bothering you, you will find that they can be solved a tot easier and quicker by having the guy in the front office od your side. INJURY PROILEM I-et's take a look at a few of these prob lems that are common to most of us. Did you ever analyze the injuries occurring in your plant and find that you were having a lot of eye injuries, toe and foot injuries, head injuries, and the type of injuries that protective equipment would eliminate? Sure you have and you started a pro gram to provide safety glasses to prevent eye injuries, safety shoes to protect the toes and feet and hard bats to prevent the cracked heads. It wasn't easy, was it ? The glasses fogged up, the safety shoes pinched and the hard hats caused headaches. Now suppose we take that guy in the front office into our confidence and point out to him the type of injuries we're having in our plant and how easy it would be to eliminate them, at (east part of them, by the simple application of protective equipment. How much is this program going to cost? You know the answer to that one--much less than the injuries cost. And do you know another thing--when the guy in the front office puts out the Bul letin announcing the program to his fore men, the safety glasses don't fog up nearly as much as they did before, the safety shoes become as comfortable as bedroom slippers and the hard bats won at a rakish angle improve the looks and "We were only kidding when we said they gave us head aches." Of course, there is a lot more to this accident prevention business than prevent- 7 1957 National Safety Congress inK injuries with protective equipment--job training, inspections, meetings, posters, in jury statistics, contests, machine guarding and many others. But let me assure yuo they wil) all come easier when the guy in the front office lends you his support. Now let's get back to this subject of cooperation. Let's take a frtih look at it What are we trying so hard to get from top management cooperation ? Let's give it another name; participation. Let me stop here a moment to illustrate what 1 mean by "paitidpatioo'* and tcQ you a story. Several years ago one plant had a bad accident and injury record. A new plant manager and ! were assigned to redace the accidents and injuries. Production and all other operational phases of this plant were satisfactory- The one exception was the unfavorable injury rate. PUSH FOR PARTICIPATION On the tram going out to this plant, the new manager and I decided on the plan that we thought would bring results and reduce the excessive injuries of this plant. The new manager called a meeting of the top Mipervisor of the plant, the plant engineer, the production manager, the projects and planning supervisor and all the others. This it about what he said to them: "Gentlemen. Gerard and l have been given the job to improve the injury record of this plant. Production and other phases of the operations are satisfactory to our immediate and most important job is to attack tlus injury problem. This is the way we propose to do rt- "I want each of you men sitting around this table to put your assistant in charge of what you arc now doing, t wane each of you to do nothing else but work toward improving the injury record of your par ticular division or department. You will continue to do this tmtil I relieve you of the assignment." "Now," he sud, "Gerard and I have six months to improve the injury record of this plant. If at the end of that period the injury rate is as high as H is now, Gerard and I won't be here." Thai be added, "Hut gentlemen, you won't be here to see us leave." management kecame safety ENGINEERS f don't have to tell you what happened. Immediately accident prevention of prime importance--everything dse was sec ondary. Top management men were the safety engineers of this plant and, inci dentally, good safety engineers. So good in fact that I had little to do. They did every, thing that was to be done. The results ? This plant of 13,000 people operated a com plete year with only one serious injury; that being the loss of an index finger. The gratifying part of tins entire pro gram was the continuing interest these top management people displayed long after they had been restored to their original assign ments. Accident and injuries were no longer a problem is this plant. I think that about tells the story--coop eration, participation--call it what you wish. Top management--front office management must be a part of your program. Without it you cannot have a successful aeddent prevention program. A. SAFETY--A RETREAT OR A CHALLENGE by DR. JOHN H. FOULOER director, Medical Research, E. I. du Pent de Nemours ft Co., Wilmington, Del. During 1956, 4000 persons were kilted in highway accidents. Public announcement of this staxk fact earned little comment. In the same year in Rome, a pathologist said many chemicals used to process or package food might cause cancer. He offered no proof. 8 His purely speculative statement was re peated and magnified is the press and its repercussions are still with us in Congres sional Conwnitte hearings on new food laws. In 1956; 28,000 persons were killed in their homes, fn the same year, a presidential can Fertiliser Industry didate raised the question of damage to indifference, carelessness or even contempt health by "fall-cut" from atom bomb tests. of both the harmful potentials of the auto Again the facts received little attention, but mobile and the police powers of the state. the speculation resulted in acrid discussion, But unfounded fear, aroused by propaganda with petitions signed by "scientists'' and based on pure speculation, can be an even others who frequently were ill informed. grater enemy of safety than can contempt. These two attitudes: complete ignoring of data on needless loss of life and undue preoccupation with fears caused by pure speculation must appear irreconcilable to an impartial observer. They form a pattern of Drastic action can sometimes convert con tempt into respect. But what action can allay fear? As a physician I deplore the "fear tech nique" employed by many national organiza schizophrenia in which behavior is com tions in fund campaigns for medical re pletely dissociated from reality, just as a search. The fear engudered by "scare patient suffering from this mental disease headlines" might do more harm m a short can harm himself and others, so a popu time than research could nullify m years. lace greatly harm itself if it willfully ignores Not long after the report from the Rome facts and acts no pure speculation. meeting of the International Union Against Those speculators raise fears in the name Cancer said materials used to process or of "safety" and "public health." In the name wrap foods might contain carcinogens. I re of "safety." they demand that advances in ceived a letter from New York. The writer, food technology and radio activity should be about 60 years old, was modi concerned if prescribed shown to be "absolutely he could safely eat foods wrapped in mod without barm" to the health of a single em synthetic films. His physician had told individual. him not to purchase fruit or vegetables CANT GUARANTEE SAFE ACTIVITY wrapped in plastic bap. They might muse cancer. On the surface, this is an admirable de mand. But analysis leads to an impossible situation. N*o human activity can be guar anteed absolutely harmless. I can not be sure that, as I rise from my bed after a oond sleep, I win not suffer circulatory col lapse, became in sleep tay muscles relaxed and cannot suddenly adjust themselves to the hydrostatic forces in moving from a horizontal to vertical position, and so cannot assist the Sow of blood to my heart. In France, Belgium d Germany, fol lowing the Rome statement, an organization was set up to oppose wrapping food in mod ern plastics. The fact that modern wrap pings protect food and reduce the incidence of poisoning from bacterial contamination is apparently of minor importance compared with the pure speculation on the cause of cancer. FEAR RESULTS IN IGNORANT ACTION I cannot guarantee, as I step out of my doorway, that a roof tile, loosened by wind or rain, will not fall ou my head. A few years ago. when a national organi zation started a campaign for medical exam inations to detect cancer in women, two I cannot guarantee that my neighbor's dog, physicians told me their great concern about usually very friendly, will not suddenly be the mental state of their wives. Both were come aggressive. older women.' Both had read the bulletins Guaranteed, absolute safety is incompatible of that society and feared they had cancer. with any conceivable activity. The demand But both were afraid to have an examina for guaranteed safety prohibits advancement tion because it might prove they did have in either the arts or the sciences- Safety has cancer. no meaning if divorced from activity. This matter is of vital importance to those of us who attempt to prevent illness, or trau matic injury. The extremes of attitude shown by people are themselves unsafe-- dangerously unsafe Fear, inevitably, leads to an attempt to hide. Its immediate results are cither delib erate inactivity or aimless flight with un controllable, unpredictable results. Abject fear can lead to panic. A tingle individual suffering from fear ran panic a whole The rising loss of life and greater inci crowd. Again, we have ample examples-- dence of injury on our highways stem from the Cocoanut Grove fire in Boston, the 9 tQS7 National Safety Congress drcus fire at Hartford, Connecticut. The possibility of fear and panic was the greatest problem of civilian defense workers during World War II, and It is a still greater problem in the present atomic era. If both contempt and fear are enemies of nfety, what mental attitude should be developed ta our fight for safety? First, what do we really mean by "safe?" A. good working definition by the Food Protection Committee of the National Re search Council is " `Safe* means the prac tical certainty that no harm to health will result** from a given activity. Note the "practical certainty'* ooc the "absolute cer tainty." Webster's dictionary defines practi cal as "gives or disposed to action as op posed to speculation." In our application of the words "safe" and `'safety" therefore, we cannot divorce them from action. That action must be orderly action, not misdirected action induced by fear, nor careless, nonchalant action accom panying contempt. What is the basis for this action and, therefore, for safety? Obviously, there must be knowledge. To establish safety in any operation, whether it involves simple or com plicated mechanical apparatus, the use of. chemical agents, or physical forces such as heat, electricity or radio activity, we must know what we are doing. We must know much about the mechanisms we use to know their potentiality for good and for harm. Obviously, we must tespect these mech anisms or these agents. When we realize hazards are involved in our operations, we must develop continuing respect for them. With this respect, we can artfully study the hazards and devise methods of reducing them or protecting against them. In our plant safety programs we must remember that often those closest to the hazard may not be as well informed as we who set up the program. Ignorance leads to far rather than respect, awl fear dis regards common sense. For os convert a safe situation into a hazardous one. In our training, therefore; we most be dtKgcnt in allaying for. RESPECT HAZARDS Finally, we must never forget tlm despite all our efforts for good operation and main tenance, physical equipment can break down and human error can enter. Fatigue, incipi ent illness, improper nutrition and family worries lead to inattention in evai the best worker. Limited knowledge nay render a good worker incompetent to handle a serious emergency. For this reason a properly de signed disaster program must be set up. Safety looked at from this standpoint offers a challenge to all of us; a challenge to acquire all the knowledge about our op erations and their possible hazards; a chal lenge to devise safer ways of attaining our ends, or better protected procedures or de vices for hazardous operations or materials. If we let fear prevail, if we demand the unattainable--absolute safety--and use this demand as aa excuse to retreat from reality, we can only be certain of one result--com plete; stultifying inactivity and the drying up of all sources of new knowledge and aJI social progrett. A HOW WE CAN PROFIT FROM THOROUGH - ACCIDENT INVESTIGATION by JAMES a KAVAHAUGH supervising engineer, Engineering A Lees Control Div., Tlie Travelers Insurance Co^ Minneapolis, Minn. We are here to fnearfir the aeddent and how thorough investigation of the accident can, and does, lead to effective accident pre vention activities, and so contribute in a 10 real way toward an overall effective program. We do not expect to treat the accident problem as a whole; but rather to consider how one accident at a time will Fertiliser Industry serve as a means to bring this problem Into range, and maintain a program directed coward the real target. A number of accidents may be selected for analysis and study as a group at any rime. Such a study may indicate some pat terns which lead to certain statistical coodoMM open which a program of training, education, pobliaty, or other accident pre vention activity is based to meet a definite problem established through such analysis study. Such conclusions on be reached only by analysis of the factors involved in each accident. COMPUTE FACTS REQUIRED Thoughtful consideration will show that the coociusaons reached will be justified and worthy of rtcogsitiac only if they are based on true and complete dam concerning each one of the accidents m that group. Any thing Jess all the facts surrounding each aeddent is the group will lead to erroneous conclusions, the adoption of unjustified ac tivities in the safety program, and conse quently, disappointing results from many of the things we try in this field. As we progress I plan to show that a weakness in the accident investigation pro cedure U not only a weakness in this one phase of the program, but also supplies the lack of sound information and false data that leads to false coodutions upon which we base the activities set up in our entire aeddent prevention program. No wonder that so many of oar plans seem to fall through. FALSE FACTS HAMPER PROGRAM A short time ago I had occasion to re view a plant aeddent file to establish the points of problem and to recommend a program for improvement. If the conclu sion set down by the supervisors were ex cepted as thoughtful ones, based on analysis of the occurrence, we would coodude that the accidents occurred, at least 90 per cent of the time, because the man involved did a stupid thing, contrary to well known and established rales, for no apparent reason other than a complete disregard of all coosequences. .Obviously such a conclusion, if a just one, would make prevention of accidents an im possibility. The control of any problem Is predicated oa the proposition that alL or at Icast a great majority of those involved want to eliminate the problem, and are ready to work to that cud. This situation existed only because the data established for each aeddent was not true or complete, and the coodutions drawn were lor some other purposes than to identify a problem and establish a remedy for that problem. One specific example will demonstrate the results from an incomplete development of the aeddent facts as well as from erroneous data. In this case a man came to work one morning suffering greatly from the effects of a night on the town. It was reported us the first investigation that this man acci dentally took a drink from a whiskey bottle containing carbon tetrachloride. Following this, the man, not feeling quite well, went home to bis bachelor quarters. Two days later be went to the hospital with a heavy cold, and he died shortly thereafter from the effects of his drink of carbon tetrachloride. Based on this, the coodusloo reached as a result of investigation by the supervisor, was that a more suitable con tainer be used for carbon tetrachloride, and with this correction the case was dosed. MORE FACTS REVEAL TRUTH Because a fatality was involved in this esse, a subsequent investigation was made on a more thorough basis. It was found that the nun came to work 00 this rooming with the hangover. As he joined the crew the supervisor chided him for his weakness saying, "If you must drink why don't you try some of that sometime and make a good job of h (pointing to the whiskey bottle ivMtinng the orbon tetrachloride). Before the man could be stopped be took the advice offered and drank some carbon tetrachloride. Following this the man did become iU, went home, finally reported to the hospital saying be had a bad cold, and he died. With the new information developed in tins investigation, there are several addi tional, worthwhile conclusions which can be used to correct some obvious weaknesses in the safety program at tins particular place. Some of these would be as follows: 1. The matter of the supervisor's han dling of the employee who reports to work In unsatisfactory condition should be gives attention. Analysis may show this to be an order on a 11 1957 National Safety Congress plant wide basis and perhaps an instruction program would be in or der. formance is not always op to this standard has its cause in some specific factor that can be found only through a complete in The matter of prompt and adeqtate vestigation. medical attention for injured on* ployee* needs elarifiation, and pro cedures for property reporting such instances may need revision, or to be Perhaps this was best said by one of our outstanding men in the field of training. "Most accidents occur beoase someone did not know enough about something." If we established. identify the something which was not known 3. The matter of follow up on an em with accuracy, and relate it to the person or ployee who leaves the job under persons who are involved or can be involved, questionable drctswtances needs at we have started a chain of action that can tention. Note that in this case med lead to successful accident prevention work. ical attention was not arranged at As a second consideration, each person the time of the occurrmec, no repent and each fins or organisation has estab was made to any other person so lished certain standards of performance that follow up attention could be which they attend to attain in all phases of given, and no attention was per their enterprise, including acadent preven sonally given by the supervisor in tion work. Sometimes, especially is the volved. accident prevention field, these standards 4. Of course, a more suitable container should be provided for the carbon tetrachloride, but we now find that are obscu.-cd even from themselves when they feel standards set might not meet gen eral approval if Set forth for examination. this was only a minor factor fat this case; with other more widespread weaknesses evident as a result of a real investigation. Consider here that the only reason an investigation was made that could lead to some intelligent and effective handling of the problem was because a fatality resulted If this seems to violate the foundation principles on which we wish to build our accident prevention program, we have an other good reason for giving this natter of accident investigation work more attention. TRUTH AIDS ACCIDENT PROGRAM This accident problem often seems in surmountable when viewed as a whole, and often ridiculous when considered in the light of the false and incomplete data avail able to us. This problem can be brought into focus if we will give enough attention to the digging into the specific problem to get thg fall and accurate actual information, and to reach coccimom through our best efforts at problem analysis. To this end I would now discuss the matter of accident investigation. To begin with, this procedure is justified on the basis that practically all men arc honest, interested in their own well-being and security, as well as the well-being of their fellow nun. The fact that the job per- ' ACCURACX CUTS ACCIDENTS As a consequence von will often find men. even in high places, will assure you solemnly that they most certainly want to prevent all accidents. Yet, they will point help lessly to a mas who bumped his arm against a building column and lost time when the arm became sore. With a set of true stand ards set up and acknowledged, it will be obvious that this accident defied control because the injury or potential for injury from this type of accident was so slight compared to the expense and inconvenience required to correct or eliminate this pos sible heard. The dividing line between accidents in this category and those which result in a serious injury, or have a potential for serious in jury, is definitely set in each organisation. 1 would strongly recommend that everyone resolves to find his dividing tine, recognis ing that experience tomorrow, or next year, may cause him to shift the line ooc way or the other. With a clear view of how far you are now ready and able to go, you will be in good position to apply your efforts to nake them count, and get good results. We must also be certain that we are not trying to identify a person guilty of some defection in this investigation, for the ead result of this would be a criticism, rebuke, penalty, or punishment for that person. 12 Fertiliser Industry This could be great deterrent, and may be a good way of handling criminals, but for tunately we are dealing with good substanu*l men and women who are trying to do a good job to earn the best living they can. Investigation should deal entirely with the accidental occurrence, to identify the cause, or causes, of the occurrence, and to establish measures for control of the cause. The end result an be that some person will be required to make some change, adjust ment, or undertake some other specific ac tion designed to control or etiminate the cause of the accident as determined. MATERIAL HANDLING PROBLEM Perhaps an example in tine with this last statement would be well in order. A load ing elevator was used in one plant to raise racked material from ground level to the floor level of 'the plant. The elevator was loaded at ground level, and then the men would ester the building through a regular doorway to raise the toad and transfer the material into the plant area. One man was accidentally injured because, contrary to instructions and rules, he climbed over the loaded platform to the building floor, in stead of using the doorway. At first consideration, how easy to say that rules were violated and punishment was in order. A good investigation, however, showed that the doorway was 75 feet from the elevator location requiring a walk of at least 150 feet each time a lead was han dled. This was a great inconvenience and a waste of time. Therefore, not only this aw but all mea assigned to this particular job took the more direct route over the loaded platform as a matter of course. WHO SHOULD INVESTIGATE? Investigation of the cause of the unsafe method of gaining entrance to the building, if such were ever noted by a responsible supervisor, could have determined this same reason for the bad procedure tong before the acodem occurred. In any case installa tion of a door and proper steps adjacent to the elevator eliminated the inconvenience; waste of time, and made unnecessary atten tion to enforcing the rule against climbing over the loaded platform. With this change, the safe method also became the easiest and the most convenient, (has miking the safe way more desirable to aQ persons concerned. With this, we come to consider the actual investigation procedure. Obviously the per son best qualified to do the job should do it. In industry this is the supervisor in charge of the operation and the person in volved in the accident who knows and understands this specific planned job in question. The fact that this supervisor will usually be the person responsible for malting at least some of the adjustments in procedure and other matters, also makes this a desir able place at wnich to start. This set-up would result m getting the best possible job started and in training the supervisor in investigation, analysis and self analysis, and other qualities to assist him in all phases of his work. The findings of this investigation should be reviewed by the department head, super intendent, safety director, and others who have a responsibility in this work, each to make the correction complete, perhaps even to draw plant wide attention to the prob lems disclosed. OUTLINE AIDS INVESTIGATION .Although an accident investigation may be made with no tools, we have found that a much better job can be secured by pro riding the supervisor with an outline to follow. A little imagination will show that this outline can be so arranged that it will guide him through an orderly investigation, serve as a form to record his findings con cisely and orderly and result in enough itMihr^ntloo of the record material to make further analysis and consideration of this report much easier. My suggestion here is not to recommend any specific form of outline, but rather to analyze the purpose for which this form should be used, and give attention to proper application of the investigating procedures. .Any form of outline and report can be con sidered satisfactory if ft incorporates at least the following major points. Provision for full identification of the incident under investigation, including date, tune, specific location, person, ma chine, and equipment involved. The purpose of this is only identifica tion to aid In consideration of other factors that may be involved in the occurrence. Let us emphasize again we 13 1957 National Safety Congress investigate one accident at a time, not as a type but as a very specific incident. # A description of the injury or damage is recommended. This may give some idea as to the seriousness of the acci dent type, and will identify the evidence which motivates the investigation. In this connection the serious injury may have real value, but care must be taken to assess seriousness of a relatively minor injury for, in this case, it may be the potential for injury that should be considered as the guide to the sen* ousness of the acddenL # Description of the accident This is the fact finding portion of the investiga tion upon which all of the conclusions to be made in following consideration finds its base. All factors involved in the accident should be established and re corded, beginning at the point with the men, tools and equipment are brought together, and continuing step by step to the point of accident In other words, this should be a factual history of the job or task from its beginning to its conclusion in the accident Perhaps a fall from a ladder might be said to occur when the man tost his balance and began to fait The incident, however, also included the man who used the ladder, either under instruc tions or for some other named reason, to perform a specified job, and includes identifying the Udder, its set-up, and the progress of the work to the point of fall. All this must be factual and complete. Any tendency to alter, suppress, or oth erwise depart from actual fact must re sult ia false conclusions, and an inade quate corrective action. # Name specific condition and/or acts which caused this accident The condi- .tion and/or act which caused the acci dent may or may not be' subject to control at this time. If the final con clusion ts to be reasonable, the specific items named should Indicate the exact point where the progress of the activity departed from the planned course of progress. In the case of the man falling from the ladder, it might be found that the man used both hands to carry an object up the ladder, and this could be identi fied as the specific cause of his losing balance on the ladder. The reason for the specific cause or causes named. This item is often included with the above item, but I feel that it should be considered separately in this discussion, la many cases, the reason for the immediate cause of the accident is much closer to the remedy than the cause itself. CAUSE DETERMINES CORRECTION In the ease of the man losing his balance and falling from the ladder because he tried to ascend the ladder with both hands full, effective corcctiv* action might well depend on the reason entirely. Consider a few things that could have served as reasons in this case. 1. The man had performed a like task in ih?t manner as a matter of habit, and did not realise the possible coo* ' sequences of his action. Perhaps an explanation of the proper use of ladders and the reasons for the rules of use is indicated. This might wen be sade the topic of discussion at a tool box safety meeting, followed by special supervisory attention to observation and correction. 2. Tbe object handled might have re quired bods hands to handle it Here it might indicate a lade of job plan ning on the pan of tbe supervisor or the workmen, and may require correction there. 3. The ladder may have been a substi- txtute for some other arTangemtmt If so the substitute of a substandard arrungonent as a matter ol work procedure would be the problem m question. . A. This could be a two man job. Be cause of shortage of help, or some other reason, this one man was as signed to the job. Here the balance of how far to go in emergency situ ations may be subject for control action. Each reason, and perhaps other, would point to a specific corrective action as the one in order. The selection of tbe correct factor would lead definitely to tbe most effective corrective or control action. Fertiliser Industry Remedy. Each investigation should con- dnde with the specific action to be taken to prevent a similar occurrence. A man convinced that a similar acci dent shall act occur, will not find any remedy, even ooe involving effort and ml attention, to be m burden. The rem edy will be anticipated as an opportunity to improve the quality of the work per formed under his responsible direction. The remedy selected must be adequate and carried to a conclusion. STEPS IN REMED/ A conscientious and thinking man will know that a remedy Is often difficult and nay, on occasion, require some temporizing. Then too, with full knowledge of what must be done, he may find it necessary to program the correction. Many times he must consider that a remedy must include at least three steps in progress. 1. Immediate or temporary action to control. In some cases a final and complete control or correction of an hazard may be both imprac tical and close to impossible. In such cases the supervisor should take temporary action to prevent a simi lar occurrence, even if the tempo rary action may require specific at tention oa die part of the super visor, some inconvenience, or other undcmnble situation. It is sot enough to identify the problem and arrange for correction, but Imme diate action must also be considered. 2. Permanent correction. Permanent elimination of tbe hazard through revision, of progress, guarding; re placement, or other action as soon as practical should not be over looked. This is important, for until this permanent correction is realized. the temporary controls, or other Ac tion of some inconvenience must be maintained. It is important to re turn operations to normal as soon as possible. 3. Planned control of future problem. Control procedures to identify simi lar conditions before a point of fail ure or accident occurs should always be considered. This might require inspection, testing, schedule for rcinstnictioa of workmen, changes in overall procedures or schedules, or other action to be undertaken on a planned bass. Particularly in this phase of the work, it should be recognized that once this control action is set up it should be considered no longer a matter of accident prevention con sideration, but is a revision m oper ating procedures set up for the over all improvement of performance. This, then, is an examination of the case for your serious consideration of accident investigation work. Once started on a course of action that leads to a study of this procedure, you will find your convic tions that accident investigation procedures can form one of the cornerstones of an ef fective accident prevention program at least as strong as mine. Our accident problem is made up of the individual problems involved in each spe cific accident which meets one qualification, that it lies in the area wherein you, as an individual, or as a responsible person in an organization, are ready and willing to act Followed with patience, perseverance, and vigor, applying a common sense remedy to each of these problems as you arc able to identify them specifically, will certainly bring the results you iwkA VISUALIZING AMMONIA HAZARDS by E. V. ANDERSON safety engineer, Johnson 4 Higgins, New York, N. Y. Before discussing handling of ammonia, we should review some of its chemical and physical properties. Chemically, ammonia is somewhere between calcium and sodium. Tbe union of ammonia with water gives ammonium hydroxide a caustic material IS 1957 National Safety Congress Fertiliser Industry with hazards similar to those of calcium there are two-tenths of one per cent ex hydroxide and sodium hydroxide. This is pansion of the water up to room temperature the form in which roost people have seen but 10 per cat expansion in volume of the ammonia. Being a gas. it is constantly escap liquid ammonia. Going to a temperature of ing from the solution at a rate determined 140 F., which is considered to be the maxi by the temperature and pressure on the mum reached in direct sunlight, water will surface of the liquid. Concentrated ammonia have expanded by 2 per cent and ammonia water has about 25 per cent ammonia by by 20 per cent. tncrasing the tanperaturv weight and will start to boil off rapidly at to 270 degrees as might occur with steam a temperature under 100 degrees F. Even for a ooe per cent ammonia solu tion. the vapor concentration at equilibrium will have one per ant ammonia vapor in the air space of the container at room tem perature. Except for the slower rate ot evaporation, ammonia water solutions are equivalent in hazard to liquid ammonia from a toxicity standpoint To dte an ex treme example, it would be possible for a fatality to occur in a closed fanit which had held even a one or two per cent ammoni*water solution. Of course, an open tank at heated equipment, and water has expanded by a total of 7 per ant while ammonia has almost tripled in volume. This is the ex pansion of the liquid not the gas. The pres sures developed by liquid expansion are en tirely different in magnitude. It takes almost 10,000 pounds or five tons per square inch to cause a ten per cent change in liquid volume. Because ordinary ammonia cylinders are hydrostatically tested at 700 pounds h is always necessary to leave sufficient out age or room for liquid expansion when fill ing a vessel with liquid ammonia. this concentration would present no appre The common filling density leaves 12 per ciable hazard since natural room ventilation cat'of the space empty at room tempera would dissipate the gas as fast as it came ture, but due to expansion the cylinder will off. be completely filled with liquid at 14$ de DANGER: UQUID EXPANSION grees F. Filling densities commonly refer to the weight of ammonia over the weight In the anhydrous (dry) gas, ammonia is of water, which would completely fill the a liquid at one atmosphere pressure and cylinder. Maximum filling density ts set minus 2S F. temperature. With sufficient by ICC at 54 per cat for the usual cylinder. pressure; it will remain a liquid as the However since water is a heavier liquid, a temperature is raised and an ordinary am cylinder which has 54 pounds of ammonia monia cylinder will have this liquid under and which could hold 100 pounds of water an internal vapor pressure of 114 pounds will actually be 88 per cat filled at 6$ F gauge at 70 F. Raising the temperature to Ordinary ammonia cylinders have no safety 140 F. triples the pressure to 364 pounds for devices of any type. Most of the other a partly filled cylinder. At the boiling point gases will have fusible plugs or simitar de of water the pressure is 900 pounds, while rices to relieve the content* in event of fire at 270 F,, the pressure is 1600 pounds, exposure. equivalent to the normal pressures found on oxygen cylinders for example. However, the hazard of ammonia cy linders is more serious than that of other compressed gases for several reasons. First, the gas is a noxtgus or toxic material. Leakage of an oxygen cylinder aside from possible fire hazards presents no damage other than loss of material. However, one-third of a pound or about one glass full of liquid ammonia if vaporized in a 10 by 10 room would be quickly fatal. A second Hazard is the liquid expansion Because of the absence of a relief valve, it is obvious that any ammonia cylinder in a plant fire Is bound to rupture and dis charge its contents into the room. It is also obvious that cylinders of ammonia should never be wanned directly by water bath, steam or flame. For the same reason they should not be stored near sources of ! jheat or near potential sources of heat, such I as highly flammable substances. A maximum temperature recommended by the Compressed j Gas Association for any cylinder is 12S F. This point cannot be stressed too much be as the temperature is raised. Comparing cause there is a tendency on the pan of ammonia with water, and taking ooe cubic the user to increase the flow of gas by ap- , foot of each material at zero temperature; plying heat to a cylinder. Under ordinar) j 16 .omiitions, a cylinder will give a maximum ,,f 30 cubic feet per hour since heat must dow in through the walls in order to vapor ize the liquid inside. In the literature you wilt find that 50 p.p.nu is normally detectable by odor, and 100 p.pj>L. which is the wne as one onehundredth of one per cat, is die suggested maximum allowable concentration for con tinuous exposure. Since there would be a ^finite odor at this concentration, you hould maintain less than SO p.p.m. as a rea sonable working condition. This would be about one-tenth of the first real hazard, which is found at about 500 p.p.m. where irritation will take place in less than one hour and definite scarring of eye tissue might occur. To repeat, 500 p-pjn. is about 1/20 of one per cat of ammonia vapor in air. A con centration four times as great as this or 2000 p.p.m. will cause burning of the skin and can be fatal in a half hour exposure. This again is only one-fifth of 1 per cat ammonia. Concentrations of 5000 to 10,000 p.pjn. or still under 1 per cat ammonia are rapidly fatal. BODILY INJURY HAZARD For rescue work in such atmospheres, a cannister type gas mask approved for am monia will last a very short time. Such gas masks are good for only about five minutes when new in coacatrations of 3 per cat or 15 minutes for a concentration of 1 per cent if there is no deficiency in oxygen. Anyone who must work for more than a few minutes in these concentrations should be equipped with a oae-piece rubber suit plus the full face gas mask. For higher con centrations or where the concentration is unknown, supplied air respirators or oxygen breathing apparatus should be worn. There are no chronic affects from con tinuous exposure to small quantities of am monia except that the gas is soluble in perspiration and may irritate any sJdn sur face where moisture has accumulated. Dis comfort in these areas may be minimized or prevated by the application of oil or vasoilne in addition to wearing of protec tive clothing. The MCA Bulletin on ammonia suggests wearing cotton shorts, trousers and undar- wear, rubber boots, gloves, aprons and rain coats, rubber or felt hats and safety* goggles of an approved type. For optimum protec tion, collars should be buttoned, glove gaunt let tucked nHe sleeves and trouser legs left outside u: boo:*. As mentioned before, one glass of untnona evaporated in a 10 by 10 room could give a fata! concentration. This corresponds with 1 per cent gas or 10,000 p.p.m. At ordinary temperatures and pressures one molecular weight of any gas will occupy about 388 cubic feet. 11111$, 32 pounds of oxygen, 28 pounds of nitrogen, 28 pounds of carbon moooxide, or 17 pounds of am monia will give 388 cubic feet of gas. To calculate, use a table of atomic weights of the various denats. It follows that 1 pound of ammonia will give about 23 cubic feet of gas. With a weight of 5 pounds per gallon, one gallon will give US cubic feet. With 4 quarts to a gallon and four glasses to a quart, one glassful will produce 7 cubic feet of gas or produce a concentration of 1 per cat in 700 cubic feet of air, thus giv ing a fatal concentration in a room 7 by 10 by 10. Since 50 pp.ra. of ammonia is detectable by odor, for this very reason ammonia poisoning as such is a rare event However, emphasize the subject with all employees both old and new. For oldtimers, familiarity bred contempt while with new people the dancer increases. One Incident occurred in a. chlorine plant where an employee smelled chlorine all night long and being a new man, assumed that was the normal sit uation. He ended up in the hospital. The ammonia hazard should not be considered an occupational disease hazard. It is rather an acddatal exposure hazard. SOME ACCIDB4TS OCCURRED Almost all aeddats will result from breaking lines or similar incidents which discharge a high concentration in a small air volume. .One accident occurred when an em ployee kicked a control lever to shut it off and fractured the connection. Another acddat occurred when cleaning an oil sep arator without relieving ammonia pressure from that particular line. Again, dropping a load broke a half inch pipe, resulting in one death. Dropping a cylinder from a truck to the dock also caused a death wha a cylinder ruptured. 17 1957 National Safety Congress A very unusual incident occurred in sal* vagiug some scrap pipe in a yard. This pipe had been taken from the ammonia re frigeration system years before and was thrown in the scrap pile to salvage the valves when needed. When taking the valve off workers discovered that the section of pipe between two valves had filled with liquid ammonia during this 13 year period. But they discovered too late, and a tem porary eye injury resulted. Several years ago in New York an employee was killed while cleaning an ammonia tank, when the valve leaked and a blank inserted in the fine failed. As with most chemical hazards, the ex posure* will interest operators and more im portant, pipefitters and maintenance Aetuafiy prerenting accidents is raff the responsibility of the pi|a.fin.iug <fapurv*vnc when they risraO and : ' setups. Another fanned of comes from the i _ tioa equipment. Ewj mr, mcur is tuapuwa i equipmea. Arudsa mmm ntermg in Xowafan and tz**rod*w disenss da* type ad enyfan i-- Mftt Oner a _ amnxmu was mod j to coed a large f ' tierd the <4or asM * systen . before mask* could far i building and open windows, an explosion blew out the upper floors. No one was in jured, but there was gnat property damage It was decided that rupture of a fitting had permitted the entire floor area to be filled with ammonia vapor which is normally con sidered explosive in concentrations between 15 and 25 per cent You will note in the literature that as ignition temperature of 1200 degrees is died. However, this should never be taken to mean that the whole mass of gas must be heated to that temperature. In theory, a single spark or match flame heating a frac tion of an ounce of material could set off a chain reaction which would produce as explosion. Again, oil vapors introduced through compressors, for instance, may iacrease the fire hazards somewhat. The inadent just mentioned of a massive leak m an tmcccupscd building is the only one ts the writer's knowledge involving a vapor expiation However, the hazard sfaoold air mixtures or large ' . gas rented into TW hazards of ammonia are oo greater dmm many other materials. Safe practices fur the nminrtrmnrc of pressure equipment, dm haottng of cylinders and training of ampiapMS are the same here as in any dcsasaaaw cr operation in your plant. If yam are naming a safe plant you will handle smmom* safely. If you do not handle ammama cafefy. you arc not naming a safe riant Oae follows the other-A. UDUCWe THE HAZARDS OF USING NITROGEN SOLUTIONS AND ACIDS: , CARELESSNESS CAN BE COSTLY by euro C. PURINE tcdmiul Kpicicntatnrc, Nitrogen Oiv. Allied Ch.mic.1 * Die Corp.. New yo* Oty Transition from tbe simple processes of past days to the complexities of modern In dustry is often nether simple nor pleasant. The fertilizer industry has successfully ab sorbed its persoesel into the complicated 18 activities of graaalatioa and general mod ernization. la most cases the transition was achieved with safety and efficiency. Where the transi tion has been attended with hazards, the Fertiliser Industry fingers may be pointed at manage ment and those who should know the haz ards yet failed to carry the message through effective channels. It is convenient, but certainly neither safe nor accurate, to believe granulation is merely an extension of the leaking of pul verized fertilizer. Several aspects of the use of sulfuric and phosphoric sad. largely con fined to granulation, demand increased alert ness. Often, through misunderstanding princi ples or poor maintenance, the stage is set for trouble and the trained observer da possibly predict tbe outcome fairly accu rately. Something can usually be done ta time to bring the more happy results for which the plant is being operated. ilorc add and nitrogen tuitions an ttsed in. a too of grand*wd ftn&scr than ia pulverized grades heat the funrig mfranularicn. drying, aod cae&ug waBac- cmamodate the prodno* las*t gsaodocs and leave a fextifaaer of good gnafity. Uafisr also oae large ansa of add and nbg gen sofariem. such as high sariy-- grades for bulk spreading aad wader eefcor bev> able ccafitkl the superphosphates. The formula may be adjusted correctly as regards the maximum ammonia take-up by the superphosphates and the sulfuric add. But; through faulty design of equipment or its maintenance, or some imbalance in the process, there may be local areas of varying sizes where ex cesses of arid exist. IEWARE HEAVY CONCENTRATIONS la some eases of fires in the mixers, cer tain condition* have been observed to exist. These same ones also exist in other cases where is is only "excessive fumes or the loss of nitrogen" concerning tbe operator. The more coMpiTM00* of these condition* permit beary local concentrations of some ingredients. Fortunately, enough heat locally generated la usually dissipated throughout die by or by the evaporation of water, aad tbe result may be only poor gi iivdii'ivi or the fees of nitrogen. Tb Squid phase favorable to granulation m achirred with less water if the tempera- tasr is raised Since the heat of reaction of a pmrod of with sulfuric add is ahaoc twice that of the reaction with *! aRju jjhiwpInrir and the evaporation of wassr is coofisg; the tunpeatiao is to react muck soUarie add aad to have a mmnaun AMMONIA AMO 1 The iafasuy is now t and fonnotatio* mi mb _ matter* of data To W < an operator roost losow that i wiU readily faoW large zaaeu of i at high e&rimry- tm e ea do i i ady if tbe ----------is liiiard as h phosphates a find proportions i ** k of tfa* i He knows also that the --nmri should be mixing whfa the saperphosphate* as it enters the matt, Many operators arc aware that amwnna gas is usually associated with high rates of aromooiatic and this requires special consideration m design of equijanat and in techniques of operation. These are features developed ahead of granulation and have been adopted as or iginally developed, without many serious accidents. However, only a few operators realize the sulfuric add should be u uniformly matched against the ammonia as should be Oswuty perCutmert az fertilizer waaufjcsmiag rates ***** is recognized procedure md seed cause tittle concern. Increased should be defected to afl details, as sack a schedule is advanced. Careless ness here eaa be coetly. Some operators apply,tbe sulfuric arid in one huge sroa through an open pipe. Others through poor inspection or mainte|iw find aa original goof acid or ammonia distributor pipe corroded or worn so badJy nearly all of the material escapes through ooe hole. MUST INSPECT PIPES There is a very serious corrosion problem where the add becomes hot aad diluted with water. The abrasion- on submerged pipe is also severe. Oose daily inspection should be instituted. Some distributor pipes last no longer three or four days before losing their good distribution pattern. Stainless steels have often only about double the life of extra heavy carbon steri pipe. Various coatings have been tried and 19 1957 XationaJ Safety Congress Kxne have * good promise of materially ex tendinf the life of these distributor pipes. Good distributor pipe* are metering mani folds, meeting quite exacting requirements. To be effective, they should remain as originally designed. PRESSURE CHANGES SERIOUS The plugging of holes has been almost a* serious as corrosion and abrasion in destroying the delivery pattern. Any in spection of die numerous acid and am monia distribution pipes scrapped show they were used * great deal after they had be come potential hazards. Any change on pressure requirements of acid, water, or amnsotxiatiflg media should arouse immediate suspicion. Failure of the distribution pattern of tbe anuDoniating solution can have the same results as an erratic distriixitioR of the add. Both oi these and any added water should be applied uniformly throughout the mass, allowance bong nude for the decreasing rate of ammonia take-up as the super phosphates approach saturation. The problems are largely those of uni form distribution of both the acid and ammoniating solutions to the mass of the fertilizer. Reference is made to the cost of carelessnes*. Barring the sudden breaking or plugging of the acid, water, or ammonia distributing pipes or an original design that was insufferable, some conditions associated rith fires or explosion* develop gradually from good or reasonably good conditions. Operating techniques, as well as equipment sometimes creep unnoticed from good to hazardous. If the bookkeeper were looking over an operator's shoulder, observing the total cost of each ton, or even the last ton of the day, he could demand an investigation Ions before the operating condition* became a source of danger. He may still object only to the rapidly mounting costs of ingredients or poor working conditions, and may be totally, unaware that the plant could be lost sometime later through reasons other than bankruptcy. This applies to batch as well as to con tinuous operation*. In tbe usual fertiliser plant, under no circumstances should the same distributor pipe be used for arid and ammoniatinf solutions. Mixing these two products in a chamber as they entered the mixer has resulted in serious troubles. The interlock system in many continuous processes automatically arrests the flow of acid and nitrogen solutions what the flow of dry materials to the mixer is interrupted. Ln batching mixing, the hazards are greatly reduced by withholding the potassium eWor lde until after the add has been neutralized by the ammonia. Where anhydrous am monia is onployed in addition to msunooiating solutions, the risks are also greatly re duced by adding the anhydrous amraooia to act on the arid before the ammoniaung solu tion is added. DISTRIBUTION IMPORTANT Even with tbe large amounts of add often used hi some granulated fertilizer, where timely delivery and good distribution of the add and the nitrogen solution are maintained, there need be very little am monium nitrate present until after the am monia has neutralized all of the sulfuric acid. COSTS LOSSES The loss of plant food through poor dis tribution and poor mixing of ingredients may reach a unit of nitrogen per ton of fertilizer. Add to this the cost of the extra acid that usually accompanies these case* and the total cost could reach one dollar per ton of fertilizer, and is sometimes higher. Adds and nitrogen solutions are used in great quantities per ton and in many tons of fertilizer without serious hazards. Al though the operators may not realize it. just plain effective and efficmjt operations are good precautions against hazards that arise from asmg acids with nitrogen solu tions. The risks m using acid* with nitrogen solutions could be materially reduced through the same means that achieve maximum granulation, while retaining the maximum amount of ammonia and using only the minimum amount oi acid at its peak of effectiveness for ammonia take-up. The interests of safety would be served without any reference to hazards from carelessness. Any fires are too many, but there are relatively few though conditions are present for many more. vra gross in- 20 Fertilizer Industry sitexitiou to techniques and equipment is rarely attended with fires or explosions. Operations have bees so poor in plants that personnel were driven from their oper ating stations by fumes. Such fumes should warn of impending trouble^ without having fire* in many plants from using adds with nitrogen solutions. If there are potential hazards in using several ingredients, it is often believed that greater quantities create greater hazards. People active in safety in industries believe that a plant run with great industrial effi ciency is also run quite safely. However, those practices which generally result in good fertilizer, through efficient use of material* and equipment, have re duced fires in enough cases to be worthy of the most serious consideration. In no case has a switch to these more efficient practices increased fires with a given for mula. . Many tons of fertilizer have been made with substantial amount* of mad and ni trogen solutions without fires, and much o this has been made under conditions that violate the general principles of operation suggested here to lessen the hazards. Several conditions are required for adds CONTINUOUS MIXERS with nitrogen solution* to be hazardous. There have been fifes in the conventional continuous ammoniator when all equipment passed careful Inspection. It was found that the mass was permitted to reach such a physical condition that it simply rocked in the mixer u one inert mass. Although all formula ingredients were present and equip ment considered to be of good design--in good condition, the mixing ability of the mixer was handicapped. Most continuous mixers, particularly those equipped with a good interlocking system and with dry ingredioits reasonably well pre-mtxed, can handle the problems of high analysis fertilizer manufacturing efficiently and with reasonable safety. The same is true with most rotary batch mixing instal lations that are well maintained ami oper ated with sldtL It is possible for these conditions to exist at the required time and to the required degree in some fertilizer manufacturing. Enough of these conditions are known and enough of them can be controlled so that, in many plants, the risks can be and are being consciously held to a level that man agement deem the ovzr-all operation to be satisfactory and practical These operators are usually aware that carelessness can be costly. Tb* development of this theme became quite Involved, but the summary can be brief.-- The technical properties of some ol the ingredients used In Urge quantities in mod em fertilizer making are such that indis criminate use of poor equipment can result in fire* or explosions in extreme eases. As this condition adversely effects granu lation and ammonia take-up, at least in the superphosphate, every effort should be and usually i* made to pievent or correct it as soon as detected. This condition is net necessarily the result of poor equipment nor Some of the coodtioos have bees exposed; there may be others as yet not isolated, but a high degree of control has been effected when the condition* revealed are respected in operation*. Although they are no guarantee of im of any form of carelesjness and some fires may result from causes other than careless ness or faulty equipment. munity, the practices and equipment that use the ingredients most effectively are good precaution* against hazard*. With present conditions it may cot be The requirements are generally that all possible or practical to offset completely by using the best present equipment and tech niques, all existing factors in fire*. These may even be increasing with the trends of fertilizer manufacturing because not all fac tors may be known. ingredients, liquid and dry, be uniformly mixed throughout the entire mass, the add and ammoniating medium particularly being so delivered that they are mixing uni formly as they enter the mas*. These are also good operating technigorv, A 2t OFFICERS OF THE FERTILIZER SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--GEORGE F. DIETZ, ufety director. Fertilizer Manufacturing Co operative, Inc, Baltimore, Md. P'lCf-Chairmam--GEORGE L. PELTON', personnel manager, The Smith Agricultural Chemical Ox, Columbus, Ohio. Secretary--ELMER PERRINE, technical representative, Nitrogen Div.. Allied ChcmkaJ Dye Corp, New York, N. Y, Engineering Committee Chairman--A. B. PETTIT, director, Industrial Health 4 Safety. W. R. Grace 4 Co, Hew York, N. Y. Engineering Sub-Committees-- * Statistical and Contest Chairman--F. WAYNE HIGH, manager of Operatices, The Baugh Chemical Co, Baltimore, Md. Data Sheet CAuirmi~,IOHM S. MARK, production manager. Farm Bureau Coop Association. Columbus, Ohio. Public Relations Chairman--J. LAUREN SHOPEN, safety director. Consumer Co-op Association, Kansas City, Mo. Membership end By-Laws Chairman--C. S, GRIFFITH, superintendent, Virginia Carolina Chemical Corp, Cincinnati, Ohio. Visual Aid Committee Chairman--O, E. PERRY, superintendent, C O. Smith Guano Co, Moultrie. Ga. Insurance and Legislative Committee Chairman--E. 0. BURROUGHS, JR, manager, Insurance Dept, F. S. Royster Guano Co, Norfolk, Va. Research Committee Chairman--JOHN E. SMITH, safety director, Spencer Chemical Co, Pittsburg, Kan. Nominating Committee Chairman--E. O, BURROUGHS, JR, manager. Insurance Dept, F, S. Royster Guano Co, Norfolk, Va. Supervisory Training Committee Chairman--W. C CREEL, safely director, State of North Carolina, Dept, of Labor, Raleigh, N. G 22 Slembers-at-Large S.*COTTRELL, director of Operations, Olin-Mathieson Chemical Corp, Little Rock, Ark. EARL DAY, president, Ark*Mo Plant Food Co, Inc., Coming, Ark. MIKE G HXISON, safety director, Mississippi Chemical Co, Yazoo Gty, Miss. ROD MARTINET, vice president, E. Rauh 4 Sons. Indianapolis, ind. GRAYSON B. MORRIS, assistant production manager. Southern States Cooperative, Richmond. Va. GORDON W. PITTOCK. works manager. William Stone Sons, Ltd, Ingersol), Ont, Canada. HARWOOD T. RICE, safety director. Southwest Potash Corp, Carlsbad, N. M. yen SHEN. Taiwan Fertilizer Co, Ltd, Taipei. Teivan. China. W. A STONE, plant manager, Wilson 4 Toomer Fertilize. Co, Jacksonville, Fla. ;. R, TERRY, personnel safety engineer. Davison Chemical Corp, Div. of W. R. Grace 4 Co, Bartow, Fla. A A WAUGH, safety engineer. International Minerals 4 Chemical Corp, Bartow, Fla. M. F. WHARTON, treasurer, Arizona Fertilizer Inc, Phoenix. Ant ROY WHITE, Lion Oil Co, El Dorado. Ark. C K. BRUTCHER, superintendent. Davison Chemical Co. Div. of W, R. Groce k Co, New Albany, Ind. STRATTON McCARGO. personnel supervisor. G.L.F. Soil Building Service. Terrace Hill. Ithaca, N. Y. R. A FISCHER, general manager, Milford Fertilizer Co, Milford. Del. V. A FRIZZELL, vice president. The Triangle Co, Salinas, Calif. ROGER HUGG. personnel supervisor. International Minerals * Chemical Corp, Chi cago. IU, ' s\ NICHOLS. Nichols Fertilizer 4 Chemical Co, Oklahoma Gty, Okla. B. A SCHLAGENHAUFF. supervisor. Fire Protection 4 Safety, Brea Chemicals lac, Brea. Calif. QUENTIN S. F.gR, The Cotton Producers Asm, Albnta. Ga. EDWARD J. LARGENT, M.D, assistant professor. Ohio State University, Columbus. Ohio. A L RANEY, safety director. Phillips Chemical Co, Bartlesville, Okla. GAITHER T. NEWMAN, manager. Insurance Dept, Smith-Dougiass Co, Inc, Nor folk, Va. Honorary Members SIDNEY H. B1ERLY. general manager. California Fertilizer Assn, San Marino, Calif. PAUL T. TRUITT, executive vice presides. National Plant Food Institute, Washing- too. D. GHENNING WALTERSDORPH. Magnoha Fertilizer Col. Seattle, Wash. Staff Representative ). G KATO, National Safety Council. Chicago. IU. 23 ,957 I Other Volumes in this Series Users of this volume mil find much value in its companion volumes. Here is the list: Vol.No. TITLE Stock No. 1 General Sodom and Detailed Index to all Volumes........................................031,27--t 2 Aviation: Aeronautical Industries Section I Air TransportSection............ 02227--2 3 Sasic Ste|>s in Accident Prevention.......... ........................ ............................ 022.77--3 4 Cement end Quarry Industries................................................................. ....... 02227--4 5 Chemical Industries .............. ............................................................................. 02227--4 6 Coal Mining Industry.............................................. ............................................ 02227-4 7 Construction Industry and Public Employment (PublicEmployee Section)... 0J2J7--7 S Electrical Equipment Industry end PublicUtilities...................... 02227--* 4 Farm Safety ............ ................... ................... ..................... ..................... 10 Fertiliser Industry ................................. 022-27--4 0027--18 11 Food. Meat Paekinf ft Leather Induetrias,Trades and Sarricoa.............. 022.27--11 12 Glass and Ceramics Industry and Rubber Industry........... ........ ................. 02227--12 13 Hama Safety ................................................................................................. .. 02227--13 14 Industrial Subject Sessions (Sponsored by ASSE)........................ 02227--14 15 Labor .............................................. 02227--15 14 Maritime Industries (Marine Section).................................. ............................... 02227--14 17 Metals Industry..................... 02*27--17 It Metals Products Industries (Automotive and Medline Shop Section Power Press and Forginf Section) ..................... 02227--It It Minmy Industry ..................................................................................................... 02127--It 20 Motor Transportation Industry (Commercio! Vehicle Section).............. 02127--20 21 Occupational Health Nursing Section................ ........ ................ 02127--21 22 Petroleum Industry.................................................... 02127--22 21 Printing end Publishing Industry................................................... 02127--23 24 Pulp and Paper Industry.................................. ...................................................... 02227--It 2* Railroad Industry .................................................................................................... 02227--ZS 24 School and College Safety.......................................... .......................................... 02227--2* 27 Traffic Safety.......................................................... .................. ............................ 022.27--27 21 Transit Industry .............................. 02227--21 2t Wood Products and Textile Industries........................................... 02227--24 30 Early Morning Suasions, "Human Relationsand Man-Management**................ 02127--30 CURRENT SAFETY TOPICS Volume 11 FOOD, MEAT PACKING & LEATHER INDUSTRIES, TRADES AND SERVICES PRICES OP EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pares-- 13 to 24 pares-- 25 to -IS pare*-- 49 to 96 pages-- Over 96 pages-- J to 9 copies Each $023 45 .43 .60 25 JO to 99 cofits Each $020 2S 47 40 75 100 to 999 copies Each $0.17 25 J3 ,45 20 1000 or more Each $0.17 25 43 ,45 .70 Complete set of Current Safety Topics (30 vois.)--$940t Stock No. 022.17 All prices shown are subject to a 10 per cent discount to National Safety Council members. of the 4Sth Nmtlmnml Safetg Congress (October 21<25, 1957, Chicago, i NATIONAL SAPfTr COUNCIL 42S NORTH MICMOAM AYR. CHICAGO II. IU. 17002JS02 ratals* m ija 02327--10 24 NATIONAL SAFETY COUNCIL 415 N. MICHIGAN AVINUf, CHICAGO II, IUINOIS CONTENTS FOOD SECTION Changes in the N.F.P.A. Code for the Prevention of Dust Explosions in Starch . Factories .. ... EarlGomoll 5 Brewers Division.................................................................... William A. Mulvenna 7 The New Solvent Estraetron Plant: Code No. 36T . ,. George H. Steel 9 Grain Handling and Processing Division Report Disciplining for Safety............................ .. .Warren Rinderkneeht to Fire Prevention and Fire Control (A Symposium) What Mates a Good Plant Inspection?. . Can You Walt for the Fire Department?- , Claude C Stubbe 14 .James H. Snyder 17 Why Industrial Plants Bum Remarks of Chief Edward E. Newell, Jr.................... ... ...... 19 Remarks of Chief Raymond Kofse.............. . , ................... 20 Remarks of E. K. Crosby ... ... 21 Remarks of C. F. Marotxkc . ., 23 Brainstorming for Safety . t ........ A- C Studt 23 How I Train My Employees for Job Safety (A Panel Discussion) introductory Remarks. . ........................... . E. G. Hutzley Remarks of Leo D. Bauer ,. . .. Remarks of Dean McClure Remarks of Henry Nuti.. Remarks of George - Shuman 2 31 31 33 35 36 CONTENTS--(Continued ) MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION What's My Line in Safety (A Symposium) Remarks of a Nurse........................................................ .. .Bernice McDermott 37 Remarks of A Safety Director................................... .... .James N. Russo 40 TRADES AND SERVICES SECTION Round Table Discussion Reports Food Retailers Division........................................................ - Roger J. Bear 41 Mercantile and Warehousing Division.... ........................J. Donald Prince 42 Hotel Division.............. ................................... ... Robert C. Nordhausen 48 The How of Organizing a Safety Program Food Retailers Division--*Safety to Sell... . Emmett T. Porter 49 Hotel Division......... .................................... .................. .... . .. Robert C Petrie 52 Mercantile and Warehousing Division ................................... Paul M. Colson 55 Officers of the Food Section ........................................................................................ 59 Officers of the Meat Packing, Tanning and Leather Products Section... 61 Officers of the Trades and Services Section............................................................. 62 3 LEARNING TO LIVE ... Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping other*--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which it bringing the continents doner and has trade the earth a smaller world. And now man anticipates inter-space travel? Through science and technology, man U progressing to increasing speeds in travel and production, and increasing dangers--new dangers sever before encountered. These; m addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the farm* Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume it a handy reference to different phases of accident prevention. The complete set of volumes are listed on the bock page of each volume. Since the proceedings hare been edited and condoled for reference purposes, the complete original manuscripts with any darts or iOascratioea used, are available in the National Safety Council files. View* repressed at the Congress or in any vofcsne of Current Safety Topics are those of the Congress pmidpnu, and not necessarily those of the National Safety Council. THE FOOD, MEAT PACKING, TANNING AND LEATHER PRODUCTS, TRADES AND SERVICES SECTIONS This volume i* a record of the session* hdd as the 1957 SscmmI Safety Con* gres* by the food Section and Ifeat Paddag. Taang and Laather fondness and Trades and Stnitw newni. The mates f Obese Cngra* sessions each year is emty one of the many oaope/atiiv rei/ribes wftadt th# Food section and the Men Piddag Taunuag and Leather foudnei* and Trade* and Services sections carry oa ia of their mortem, and fr the hath of accident prevention week in the Food and Faddng, Tmaing and Leather Products and Trades and Senices internet grrereMjy. There wombs gtre gredamc m the preparation of a great satiny f technical red edreresreal nimriil useful in the day-to-day plant safety pragma*. The activities of there s mittees, the matert of which are fined at the ctere of this * 4 FOOD SECTION CHANGES IN THE N. F. P. A. CODE FOR THE PREVENTION OF DUST EXPLOSIONS IN STARCH FACTORIES by EARL SOMOIL safely supervisor, Clinton Com Processing eo., Inc., Clinton. Iowa The explanation of changes in the code for the prevention of dust explosion in the manufacture of dry starches would be diffi cult without a few words of explanation on what the National Fire Prevention Associa- non really is. This association is a non-profit technical and educational organization devoted to the reduction of loss of life and property by fire. Its efforts have been directed toward establishing standards recognized by indus tries throughout the country. I will sum marize the recommended changes m the present code to meet the needs of industries manufacturing starch products today. The code for the prevention of dust ex plosion in the starch manufacturing indus tries U set forth in 10 sections, preceded by an introduction explaining its purpose. In the introduction, the changes have been ex panded to point out that starch can be manu factured from corn, sorghum (mtlo), wheat and other starch bearing cereals or vege tables. The starch, through conversion, can be made into sugar, syrups and dry starches, including chemically modified starches and dextrin*. EXPLOSION POSSlttUTlES Explosion hazards are prominent in four specific points in the operation of starch manufacturing and the new code points out that they appear (1) in grain and receiving and starch departments in the forin of grain elevator dust, (2) in the handling of bulk sulfur used for wet processing of grain. (3) in dust from conveying. milUng, and storage and packaging of feeds, germ gluten, and gluten meat. <) in dust arising from drying; grinding, cunveying, storage, and packing of starches and sugar. The handling of sugar should conform to the N.F.P.A. code for pulverizing systems of sugar and coke. In the manufacture of by-products in the feed departments, equip ment layout should conform to the code tor dust explosions. WILDING CONSTRUCTION, ARRANGEMENT Lender general standards listed in the N'.F.P.A. code the wording has been clari fied as follows: It. The operation of starch drying, grind ing, grading and packing dextrin cooking or conversion and packing will be permitted in the same building, provided the various operations are suitably isolated by proper sanitation and fire and explosion resistive walls. 12. Buildings housing operations where dust hazards exist shall have at least 50 per cent of the exterior wall spree constructed of thin glass or similar material. Windows shall be equipped with explosion vent hardware. 14. The transfer of starch between build ings sliall be by cart over tramway, enclosed spiral conveyors with posi tive choke cells, or approved pneu matic or mass flow systems. 15. Walts shall be finished smooth and Irregularities brought flush with the surface to reduce the accumulation of rftist. 17. There shall be no locker and change rooms within these departments ex cept where rooms are separated by adequate fire and explosion resistive walls. Doorway* are to be protected by self-closing exit doors conforming to N.FJP.A, code. 5 W" Xuiitmot Safety Congress II. SPECIFIC STANDARDS 21. In this section of the code the re commended changes were modified to include the new type of drying equip ment. It is recommended that dryers be designed to eliminate surfaces where dust might accumulate inside. Where air space exceeds the space occupied by the starch, steam vats or other effective fire extinguishing media shall be installed. All direct fired flash dryers shall be located in a separate detached building. Dryer cyclones should be provided with ex plosion vents. All cyclone produo discharge outlets should be equipped with standard explosion choke and drives shall be interlocked with the combustion safety controls. Drying units located within alt enclosures shall be equipped with power cut-off switches located outside the building. III. DRY STARCH GRINDING. GRADING 31. Primary collecting systems for equip ment ahead of the mills shall be separate from the collecting systems used for the grading, grinding, and packing stations. 32. Hoppers for bulk starch shall be constructed to minimize arching of the material. Interior shall be finished smooth. Maximum explosion relief venting should be provided as re commended in N.F.P.A. code number 68 for pearl and powdered starch bulk packing. 42. All packing equipment shall be equipped with an adequate dust col lecting system. Electrical controls shall be of the class 2--group G type. t'. LUMP STARCH COOKIS'G. PRESS/.VC?. CRADIXG, AXD PACK/XGS* new changes in this section of the code. 17. CONTROL AXD REMOVAL OP SUSPEXDED DUSTS'* new changes in this section of the code. VII. REMOVAL OF STATIC DUST 72. The cleaning of surfaces sfiall be by vacuum sweeping if feasibly applied, 'This equipment including the hose* shall be properly grounded and regu larly checked for electrical continuity 6 for pick-up nozzle to piping system. This equipment should also be ap proved for class 2--group 2--group G locations. 73. Removal of dust from motors by a stationary compressed air system. Cleaning of this kind shall not be undertaken while the department i* operating. If portable electrical blowers are used, electrical controls and motors should be of the clast 2 --group G type. "4. Repairs to starch drying equipment should not be done unless adequate precaution is taken to prevent fire. All departments in the repair area shall be shut down which involves the operation of wdding torches, grinders or portable hand electric tools. VIII. PREVENTION OF IGNITION 82. Smoking and the carrying of matches and lighters shall not be permitted. 4. Static electricity shall be removed from such machines as it accumulates by permanent ground wires, from joints by grounded metal cones, or other equally efficient systems. The use of bem type drives for equipment shall not be permitted for starting type machines which will cause the joints to slip and heat up unless other drives are impractical nr more hazard ous. IX. MECHANICAL PRECAUTIONS yl. Unless ball or roller bearings are em ployed. the speed of revolution of spiral conveyors shall not exceed 100 revolutions per minute. The speed of drag type conveyors or elevators, un less made of completely noa-spartdng metals, should be limited to SO feet per minute. 93. All elevator legs shall be equipped with automatic over-load release* or similar systems which will warn the operator of the possibility of a choke up. Faster type elevators employing a bend should be equipped with motion ^witches. Elevator housing be in itialled with a rupture type diaphragm to prevent equipment damage in case of an explosion. Pood, Meat Packing Sr Leather Industries. Trades and Services A'- HOUSEKEEPING--No recommenda tions to presort code. Our modern civilization, which has made it possible for us to enjoy life to a fuller extent, is based upon many many standards. The units of measure for instance guarantee that the things we buy, those necessities of life, are delivered to us in full measureHomes, offices, and factory buildings are made possible by the acceptance of standards. Yes, everything in our life is made safer and more comfortable by the formulation and acceptance of many many standards put forth in the form oi codts-A. BREWERS DIVISION by WILLIAM A. MULVENNA director, Safety & Rrc Prevention, C Schmidt ft Sons co., Inc^ Philadelphia, Pa. During the week of the National Safety Council Congress, the National Safety Coun cil Brewers Division and the United States Brewers Foundation conducted several ses sions for safety personnel related to the brewing industry. It was felt that some of this matena] was of sufficient interest to the brewers unable to attend that it has been included as a port of the transactions. On Monday. October 21, 1937, jack Cantrell, safety director of the Miller Brewing company spoke on, "Suitable Work Assign ments." IASIC SAFETY FUNCTIONS Cantrell went into (rat detail explain ing Miller's comprehensive program. Em ployees who lose time because of injury or illness most have releases from their attend ing physician. This release is more than a simple form as it contains the type of work the employee is able to perform in great detail. The form requires only check marks by the doctor in the proper squares desig nating physical qualifications. If the department to which he Is assigned cannot provide work as prescribed by his physician, other departments are surveyed tor possible work assignment until the em ployee is able to return to his regular job. Cantrell stated that the progt m served its purpose well as the employees, department beads and tbe union arc all satisfied. On Tuesday, October 22, 1957, William Mulvcnu. chairman of the Brewers Divi sion introduced Mike Aicher of the United States Brewers Foundation and Nixon de Tamowsky who portrayed a supervisor and safety engineer or director, respectively. The safety director was informing the su pervisor that the company was implementing a safety program which required the whole hearted participation of all supervisory per sonnel. The supervisor, quite skeptical and very candid, questioned the purpose and sincerity of the program. The following pertinent items resulted from tbe presentation and group discussion; supervisory training every two weeks on Saturdays for a total of seven sessions. Flannel board and films will sup plement talks on basic safety function*. (This permits special training; even though it i* on an overtime basis). The following items were presented dur ing the discussion period: Accidents result in unnecessary waste and cost, ft was emphasized that the fixed price structure on beer necessitated stoppage 'of waste; and higher efficiency in operation and prevention of accidents and injurits is an important step toward that goat. INCENTIVES USED Incentives for supervisors included din ners, passes to althledc contests, and other inexpensive yet effective awards. Incentives for employees included' team awards of pencils, billfolds, etc. Emphasis was made for an immediate and thorough investiga tion of all back injuries In order to dis courage malingering. On Wednesday, October 23, 1957 the following panel participated in a special 7 1957 National Safety Concrete presentation--Hebert Naegele, Carling Brew ing company; Nixon de Tamowsky, F. M. Schaeier Brewing company; M B. Mac aulay, Interboro Mutual Insurance company; and John Miskelty National Brewing com pany. Discussion by the panel and audience covered the followed items: 1. Providing eye protection for all em ployees and visitor* in the bottle shop is a good investment. 2. Eye protection is provided in many breweries to maintenance employees, handlers of caustic, drivers and helpers handling open cases and others. 3. Safety work orders have priority over production and maintenance work orders when the safety problem is more acute. Safety personnel through proper evaluation must be practical in their demands for pri ority. Safety work orders should be followed through by checking for completion. BLOOC TRAILED WHEELS 4. One solution to fork-lift truck acci dents when loading trailers at docks --wooden chocks chained to docks must be used by truck drivers to block both back wheels of trailer. It is lift-truck operator's respon sibility to check and see that these chocks have been properly placed and also to see that the dvocks are hung on the dock by the driver after the)' have been used. 5. Employees are "sold1* on reporting of minor injuries through education by a constant repetition of instruc tions, posters and signs. Prevention of infection and eliminating hazards or unsafe practices are two impor tant points to stress. 6. Back complaints should be investi gated promptly and thoroughly to learn facts and discourage malinger ing. "Back cases'* diagnosed by nunc or physician as minor or non-existeni may be alleviated by the simple pill treatment or heat lamp. Some of the `'pains" may only b mental but exist in the minds of "injured" ami should be "treated" FIRST AID TRAINING 7. First aid training is given to all supervisors and employers who vol unteer m many organizations. Many classes are conducted after working hours on supervisors' and employees' own time. S. Approved masks for use in atmos pheres contaminated with ammonia 'or COt should be provided. Limita tions of these masks must be taught and proper maintenance by periodic inspections of equipment. Used car tridges should be replaced immedi ately. In heavy ammonia concentra tions a self-contained breathing apparatus should he supplemented with proper rubberized clothing to prevent bunts to otherwise exposed skin. 9. Testing tank for CO, before enter ing--there arc instruments for test ing same but there was controversy as to the efficiency of these instru ments. Proper ventilation and ex perienced peoonnei were stressed as major points in this regard-^ THE NEW SOLVENT EXTRACTION PLANT CODE NO. 36-T by GEORGE H. STEEL safety director, Ralston Purina co., St Louis, Mo. Dick Hopkins of A. E. Staley Manufac turing co. and Paul Sheffer of Com Prod ucts Refining co. related to the group many things about the new XFPA code 36-T that might be objectionable as far as some in dustrial applications were concerned. Many of these object!cos were discussed the week previous by the NFPA committee This report gives those changes related which the romnuttce recommended for adoption. The following is a resume of these changes: 1012 has been changed to emphasize man agement's responsibility by now reading "provide a means by which fire protection directors and supervisory personnel may evaluate the operations under their author ity." til has beat made to apply to commercial scale solvait extraction of animal and vegetable oils and fats. This alleviate* criticism that our standard would apply to rxperimoital unit*, laboratories, and pitot plants. ' 121 has been changed to read "the provi sions of these standards pertaining to de sign, layout and construction do not apply to existing plants." However, modifications to existing plants shall comply with these' standards. FIRE STANDARDS Old paragraph 131 has been eliminated and old paragraph 132 has been changed io read "the authority having jurisdiction dial! follow nationally recognized standards tor fire prevention and fire protection which have been prepared in such a way that they may be taken to represent the best informed judgment available on the subject and which are in such published form as to be avail able for a reference." A new paragraph 2051 has been added which reads "electrical equipment and in stallations shall comply with the require ments of the National Electrical Code as herein after specified." Paragraph 2051 is now 2054 and reads "There shall be no smoking within the fenced areas. Sources of spark or flame including matches, tr jhters, as well as smok ing materials, shall not be permitted itt the fenced area." FENCED-IN AREAS In several places through the standard, we have changed these requirements from within the restricted area to within the fenced area. There was quite a bit of criticism about the distances used in defining the fenced area and the restricted area and the point was well brought out that it would be possible to bultd the boiler room right in the extraction building and that sometimes 300 feet is not enough distance in case of severe troubte. However, the committee felt that some distances should be used as a minimum and while we didn't think that anyone would want to spend the money to make boilers within the extraction building safe, it is a possibility. The members of the committee arc fully aware of the limitations in using distances but we felt that if we could get 100 feet clear distance in every direction from the plant we'd be a tot better off than many of the installations that are now in exisnuice. We knew that from a practical standpoint that if we put that at 300 feet or 500 feet t would make it almost prohibitive to build plants and comply with the standard. Paragraph 221 on hand tools and para graph 223 on miscellaneous equipment has been eliminated. There was such an objec tion raised by the American Petroleum Institute to this statement that we felt that the standard would not be approved at the annual meeting if it was left in. Paragraph #232 on purging was com pletely rewritten. The script for this was lifted mostly from pamphlet 327 of the N.F.P.A. on "Purging Small Vessels and 9 &$/ National Safety Congress Tanks." As it is now written it describes the various methods including the use of steam, air, and inert gas. Paragraphs #2344 and 2546 have been eliminated. One of these was providing for sleeves when going through floors or watts with pipes and the other wa< tor atl pijm entering vessels to enter from the top. Paragraph #263 about providing level, pres* -ore. and temperature controls has been eliminated. AUTOMATIC WATER SPRAT Paragraph #28! about Are protection has been changed to read "an approved, accept able automatic water spray or deluge system f>x equivalent shall be provided to protect the extraction process, equipment, or struc ture." Paragraph #284 has been changed to reai 'approved first aid fire protection of appropriate sue and type shall be provided" The last sentence of paragraph 3122 has teen changed to read "normal breathing vents with approved type flame arresters or pressure--vacuum relief valves shall be pro vided." Paragraph #341 which read "tank cars diall be unleaded from the top only" has !>een deleted. Paragraph #351 has been changed to comply with N.F.P.A. pamphlet #30 on the testing of tanks. As originally written, the method could not be used on such tanks a finished product storage tanks, etc. Paragraph #421 has been changed to read "ui buildings where explosive or flam*, ble dusts occur, ail electrical wiring and equipment shall conform to the requirement* of class 2 group G division I locations. At this was originally written, it required the use of 2G equipment in such occupancies a a packing house where mot scrap was being prepared for extraction. Paragraph #514 was dunged so that olid floors may be used at upper lev-els in the extraction building. It w* decided to eliminate any drawing >f the separation sump but to leave the details of the design up to the engineers ami the insurance companies and the inspection authorities that will have this say at the time the plant Is built. In this connection. 1 know that several objected to that wording "authority having jurisdiction" but from a practical standpoint the local fire marshal, building commjioner. or inspection bureau Itavc the authority anyway <o we're only -pelfing out what their duties are. The Committee had quite a bit of dis cussion over the flammable vapor detection lection but finally agreed that permanent deteeters should be required.^* GRAIN HANDLING AND PROCESSING DIVISION REPORT DISCIPLINING FOR A SAFETY _ by WARREN RINORRKNECHT safety director, Penick and Ford, Ltd., Cedar Rapids, Iowa How can you justify disdpline in a afetv program when you need the cooperation of all the employees in the organization? When you feel you have a good safety program and have done alt that is possible and practical to have safe working condi tions but you continue to have unsafe 10 workers, then it is time to mnsider roar responsibility to the employee's family. This will be your conclusion after you have met vevcral individual families after accidents-- then you realize that if the employee will not voluntarily work safely you are going to have to do something about it. food. Meat Pocking & Leather Industries, Tradcs and Services How* do you introduce discipline into a program? First, discuss your program with your supervisors and then with your union labor committee aod emphasize that your reason ior the disciplining of the employees who tail to work safely, is to insure the economic future ot the employee's family, the safety into consideration the post deportment of the employee. In either system the result of any dis cipline should be that fellow employees will feel the penalty was justified and the indi vidual will understand that its purpose was to correct him and nuke him a good em ployee. and welfare of his fellow workers, and ROROCR CASES EXCUSED that the goal of your safety* program is to oiake certain that your employees go home to their families the way they came in that There is a disadvantage in treating each offense separately and fixing a penalty for each individual case. Borderline cases wilt morning. cause management to back away from a SORRY ENFORCEMENT penalty or if a penalty is applied, cause the Who can argue with this reasoning? If a supervisor shows little interest in correct ing bis employees who work unsafely--in vite him to go with the safety supervisor the next time you have to inform a family that their husband or father has been hos plant to tee! that the man was unjustly treated. Therefore a minimum penalty must be decided upon and then you only have to decide whether or not an unsafe practice was actually committed. Our system is to use steps as mentioned pitalized due to an accident. This same before, of one day, three days, 10 days and invitation should be issued to any union discharge for consecutive unsafe practices, -toward who resists this port of your pro for those cases written up by the foreman gram. What kind of plant safety rules and dis cipline for the violation of these should be .vuidered ? --Rules should be justifiable and reaonable because unnecessary or harsh rules cause bad morale. -- Rules must be known by all em ployees and supervisors. and handled by the safety department through the usual channels set up for handl ing violation of plant rules. On borderline eases it is left in the hands of the foreman to handle: If the man continues to work unsafely then the foreman warn* him that lie will be written up and steps taken if he does tun correct his work habits. Obvious and deliberate unsafe practices are written up immediately. -\ny case writ --The rules must be uniformly enforced ten up is followed through (he entire pro throughout the plant. cedure resulting In the man bring called to --Don't have too many rules. It is the Labor Relations department with a better to have a few basic rules steward and the proper penalty imposed. A thoroughly understood than detailed foreman will not write up a ease he cannot rules not too well known or under prove because he knows his writeup will be stood. ---The discipline handed out must be in proportion to the offense committed which means repeated offenses justify respected and followed through. At the same time the men in the department know that if they do not heed the warning of the foreman, they will be written up. increased penalties. Discipline in a safety* program must fit into the discipline procedure set up for the entire plant If (he plant uses steps in dis cipline, then increased penalties are in order for subsequent offenses of the same nature-- such as one day for the first unsafe prac tice, three days, 10 days for subsequent offenses and discharge for the fourth of fense, Some plants treat each rule violation separately and affix a penalty according to the seriousness of the offense also taking We have * form for the foranan's use nith the heading "Personal Safety Report." This is to be used to record unsafe practiceby employees. On this form is m definition "An unsafe practice is performance*of work in a manner which might result in injury lo the employee or to mher employees." If a department continues to have accidents as a result of unsafe activities and a foreman Juts not been writing reports, the obvious conclusion is that he does not know an un safe practice when he sees one. That, of U /W* Motional Safety Congress Food, Meat Packing Sr Leather industries, Trades and Sendees course, would be a reflection on his selec tion as a foreman and your safety training. Before vmi again face the responsibility of knocking on the door of an employee's family to inform them of a fatality or a serious injury, you wilt convince yourself that rules and discipline for the violation of tlie^c rules, should bi made a |nrt of icmr overall safety program. The following plant rules concerning the problem of discipline as it relates to <afetv, have been developed by Penick and Ford, Ltd. Cedar Rapids, Iowa in their joint I-abor Relation* committee. The material and comments are quoted, with permission in' the corporation, from a letter written by Warren G. Rinderknecht, safety director, on April S, 1957 to a special committee of the (iratn Handling and Processing division. Food flection. National Safety Council. Unafc Practice or Act by an Employee One day disciplinary layoff for the first offense Three <lay disciplinary layoff for the xcond offense Ten day disciplinary layoff for the third offense Discharge for a fourth offense However, in addition to the above we set torxh the following steps in regard to dis cipline for violation of plant rules--the tallowing being excerpts of iho*e that apply r.i safety. Four step procedure: (I) Warning <2i J days off (J) 10 days off f4) Discharge 1. Threatening to do bodily harm or use abusive language to fellow employee. 2. Failure to report injur)- incurred in plant Kxcept* where specially noted, the above four step violations are the only violations to plant rules which will revert to first step lidp!ine if subsequent offense does not occur within 12 months of previous offense. Three step procedure: ill 3 day* off <2> 10 days off f3> Discharge 12 1. Reporting to work under the influence of intoxicant*. 2. Horseplay involving definite possibility of injury to himself or other*. 3. Use of abusive or threatening language to a member of supervision. 4. Fighting with other employees. Sub. sequent offense must occur within five years or penalty reverts to first step. Two step procedure-' (1) 10 days off (2) Discharge 1, Smoking in plant area other than critical areas, as shown in one-step procedure except in cafeteria, time office, railroad gate, watchman shanty, ptornp house and laboratories (not in. eluding storage or sample preparing room). 2, Leaving plant and drinking intoxicat* ing beverages during his scheduled lime to work. One step procedure: (I) Immediate discharge Ttie following violations call for immedi ate discharge: Smoking in critical areas which are defined as follows: Tank car washing shed (extraction plant Dextrine department All dry- `tarch department.* Feed hou,c and feed grinding and loading Oil department I'rcgclatinUcd starch t om unloading department, inclusive of elevators, sewing room, trig room, carbon storage, and all areas used for warehousing of starch or supplies and combustible material*. 2. Violation of safety rule regarding the carrying of non-safety matches. 2. Possession of. or partaking of intoxi. eating liquor or narcotics in the plant, whether brought is by that individual or not. L Fighting which results in serious in jury to another employee, while on company pmucs or in area where workmen's compensation would con sider company liable for injuries sus tained. 5, Any fighting or assault on any member of ' supervision at any location, or at any time, if issue relates to job or company. 6. Deliberate damage to fire extinguish ing equipment or tampering with any fire equipment or system. PANEL QUESTIONS AND ANSWEJtSi t), Does Ike Industrial Relations depart ment nxJJtw year plant impose penalties for safety rule violations? A, Not entirely. Warnings may be issued by a shift superintendent. bet time off is given only by the plant superintendent, master mechanic, or the director of industrial relation*. Q, Can you give some examples of the types of safely rmte violations and Pen alties imposed within the past year at your kmir A. Since January L 1957, seven penalties have been imposed for safety rule viola tion*. Some of these were: February--10 days off--fighting on the job February--three days off--abusive language to supervisor. February--dtstmagal--bringing liquor into the plant July--three days off--intoxicated on the job Q, Ham da you determine whether or not an employee is intoxicated? \. The shift superintendent charges the I Q. man with being intoxicated in the pre sence of a shift steward using hi* judg ment based on the man's behavior. y that repeating offenders are tubfeet to more severe disciplinary ac tion. Hoot do you keep track of thist A. A card record is kept on all cfiscap&nary action in the personnel department. Q. Are these penalties for viotatione o port of your union contract? The discussion on the above disciplinary steps resulted in the company and onion agreeing that each disdplioe case should be handled as an individual matter and the framework of steps shown above used as a general guide.^ .A Only the penalties involving coming on duty when under the influence of in toxicating liquors. Q. Have you ever found that foremnt adorn personalities to influence their re porting safety rule violations? A. Occasionally, but not as a rule To circumvent this, we use a cooling off period of one day before any dUdptinary action is taken. Q. Can the plant's safety director discipline plant employees for safety ruie viola tionsf A. No, not directly. Q. What training did you give your super visors before this program of safety rule enforcement went into effect? A. We had a series of meetings with alt supervisors discussing the program and the form to be used before it was put into effect. Q. Hove you had experience with outsiders (truckers making plant deliveriesf vicetoting company safety rulest A. Very little. Q. Do you feet that it would be helpful to have union representatives on the devel opment of safety rules? A. It would lead to a better understanding but the company should retain the per* ogative of establishing the rules. Q. You mentioned a penalty imposed for failure to report on m/nry. Wilt you explain this? A, We believe it is good safety practice to insist employees report aeddents promptly^. 13 Food, ifeat Packing & Leather industries, Trades and Services FIRE PREVENTION AND FIRE CONTROL (A Symposium) WHAT MAKES A GOOD PLANT INSPECTION? by CLAUDS C. STUMS Fire Prevention engineer, Mutuel Service Insurance co^ St. Paul, Minn. Ptre prevention and fire control in plants system, fire extinguisher, and hoses and is our concern. People living in peaceful standpipes are fire control. communities go to work daily with little thought that fire can destroy their plants. Superintendents, supervisors and marageraent personnel must be concerned with pre venting fire in these plants. A fire prevention program depends upon how* well you get everyone in the plant to heed your suggestions and ideas. You arc no fire marshal, you have no governmental authority. You are a detective without a We can never be 100 per cent sure that badge. You have no more authority than we will not have a fire. If we could, then management gives you. A good plant in fire insurance and fire departments would spection depends on how wed you sell the not be needed. We would not have fire plant manager or company president on drills which take a lot of time. Often wc your ideas. Therefore; you must be a good cannot get management to have fire drills salesman. Fire prevention engineers with because " it can't happen to our plant." insurance companies must also have sales We cannot eliminate chances of fire even manship qualifications. if the building is so-called fire proof. There You first must know a plant's construc is no "fire proof" building even if it is tion. There are very few plants alike in constructed of steel, concrete, brick or other construction. Therefore, a good plant in "fire proof" material. A structure is only spection in one firm may not be so good in as "fire proof" as its contents, occupancy, another. However, there are basic principles and the housekeeping in that building. A that are the same blazing interior fire developing up to 1900 degrees Fahrenheit heat wilt reduce any structure to shambles of twisted steel and broken masonry'. From here on. we shall refer to so-called fire proof buildings as fire resistive buildings. Fire resistive buildings are most desirable However, there are many wood constructed plants, or half masonry and half wood. Heavy wood constructed plants are usually termed mill construction. The roof of such a building should have three inch planks We are interested in two things--fire pre nailed to heavy roof cross beams and vention and fire control in our plants. We covered with a good grade five ply tar and make periodical plant inspections to save gravel. If a good coating of gravel Is lives and property. The saving of live* is missing, this should be done immediately to our first concern, and saving property and protect the roof from burning embers car fire prevention our second. ried by wind from another building. RRE PREVENTION Fire prevention is most important to U fire prevention engineers because where there is no fire, there is no toss of life or property. FJr* prevention and control is a complete fire wall from the basement to the roof with Class A fire doors for the open ings. This in most cases, saves half of the building or whatever is cut off by the fire wall. Good housekeeping and good plant maintenance are fire prevention. A sprinkler Check your elevator pent house to see that all window lights are in and screened so birds cannot build nests and create fire hazards. Fait house door must be kept dosed and locked. Cheek all sky lights. The glass in sky fights should be a light type glass with screen above to protect it from falling articles. You should have scuppers on your roof to carry off surplus water quickly, especially snow water, and the roof should slope towards scuppers. If any high voltage wires 14 cross yoor bwOdfag rood check that wires xnd soppnm are in good condition. Also check the coodhmn of parapets and chim ney*. Inside the building support posts and cross beams of wood should be as heavy as pos sible. A croM beam 8"*8" will withstand a fire better than a 6'xlO". Check for dry rot. The cross beams of this construction should rest on cast iron plates or beam boxes. Provide a l'x4' drain scupper for each 1.000 feet of door space. If you have a fire, a lot of water will be used and your drain scupper will drain this off and reduce damage to stock, VERTICAL. HR SPREADS There shoald be no unenclosed openings from floor to floor. Your biggest concern must be the vertical spread of fire. When hat gets up to 1.000 degrees or more every thing starts to bum. Fires in large areas zre worse to enstrot than in smaller areas. If an area is Larger than 10,000 square feet, put in a eat off. Ifafce sure all stairways, beltways, dcrasor shafts and other openings are enclosed. .Any floor opening makes the construction Aficimt and aids to the vertical spread of fire. Even in fire uiiilin buildings, you must be concerned sntb these things. In addition, if support poets and cross beams are steel "I" beams and mpeotacted, coat them with wo to four inches of gypsum plaster-- good insolation against fins. 9 Steel beams and other iron supports must be protected since Steel "I" beams weaken * at 600 degrees Fahrenheit- The numerous buildings going Bp today without sprinkler protection or steel beam protection are po tential hazard*. You must know the exposure to your plant, the types of boikfings and their oc cupancy that sorrow! or adjacent to your plant. Fire hazards cook from other plants in your neighborhood. If there is a serious threat of conflagration from buildings near you discuss the situation with your dty fire department Or. go directly to the peo ple who occupy the building and discuss the need for change*. One thing you can do Is close all openings next to the bod exposure. Check that you have an adequate water supply and good equipment to fight any roof fire that might occur. Water pipes to the roof are very important and be sure these connections are the same as fire department connections. HOUSEKEEPING! MAINTENANCE! Fire prevention engineers agree that many fires are caused beemse of poor housekeep ing and poor maintenance: With good housekeeping and good maintenance, fire insurance rates would be much lower. On an inspection tour housekeeping and maintenance should top the list Some plants do all their own maintenance work. Others do part and sublet the larger jobs, and still others hire everything done. Plant fire protection engineers most be vitally concerned, especially with people who do your plants repair work, remodel or change your production lines. In many cases, welding is performed when repair work or remodeling is done. This constitutes s serious hazard. It ts your job to discuss with contractors how they will do the work and what protection they will provide. When checking your plant for possible repairs, you *re doing preventive mainten ance. Preventive maintenance goes hand in hand with fire prevention. Preventive main tenance establishes means to reduce main tenance costs through necessary repairs. Therefore, the real instrument to meet this condition is inspection. Your responsibility ts great; you must know and understand all the machines in your plant, how they operate; and their potential hazards. You must know all the electrical installa tions and whether or not they are over loaded. You must understand ventilating systems or blower and exhaust systems which extract dust and vapor. You must check for dust, graze residue in hoods, ducts or fans and provide a safe, method for removal. ' Feed mdls or flour mills have special hazards such as dust explosions. These inspectors must understand driers, and there are many on the market As the plant fire protection engineer, make certain the em ployees know how to operate driers. Be 15 1957 National Safety Congress sure employees will not create a hazard if a drier does not start Operators should know where the main valve manual shut off on the gas Use is. One operator ran to the fas tank 300 feet and climbed over a cyclone fence to shut off the main valve by the tank. The result 'yas 370 feet of three inch pipe filled with liquid fas went uncontrolled into the burner and burned out 300 tubes in a new boiler, hunter and all. The plant was closed for several day*. Do you know and understand whether your milling grinders have good magnets? The plant fire protection engine also be concerned with flammable liquids. If you are using gasoline; propane p* by. tate gas. hexane or other volatile product* of nature, you must know and understand their characteristics, and be sure the people using them do also. t Obeying the safe handling roles of volatile liquids is a must! If you do not understand the proper use of volatile liquids before a fire, it is too late afterwards. A lot of property is lost all because people do not know how to fight and control volatile liquid fires. Do you understand your hearing plant? On many occasions when cheddng a plant. This is important boause heating plant I find that fire doors do not operate prop, failure* cause many fires Can you enclose erly. They are out of order, off their track, your heating plant with a masonry wall blocked by materials, fusible links arc without too much expense? It pays off!! broken or the door does not dose properly Do you understand the boiler and all its with the weights provided. Get your cam control*? Cheek the controls every six paign going now and see that all fire door* months to see that they operate. The heat are in good operating condition. ing plant may be all automatic but it still needs attention. Be sure your boiler burners are properly installed. Boiler operators should check water glasses, safety valves and burner combustion regularly, and clean the boiler* when needed. High pressure boilers should have two ways of getting water into such a boiler. This is all a part of a plant fire prevention inspection. GUARD LIFE Of EMPLOYEES The most important part of our jobs is safe guarding the lives in your plant. You are responsible for employees old and new, visitors, and salesmen, who come into your plant. The tint protective device Is good, visible EXIT signs. Arrows should point the way out of building and to fire escapes. Exit stairways which lead to outside doors must FIRE CONTROL AND EMPLOYEE SAFETY Two primary concerns when inspectin* your plant are protection of life and fire control. Your sprinkler system must be m good order and working properly. Sprinkler be so marked. Mark blind hallways and doors with no outside exit. This can cause the needless loss of life Do your exit doors open out or in? Are your exit doors pro vided with panic hardware? systems cut insurance costs and give good ' Check for overcrowded floors and provi protection if the main valve is not closed. sions for orderly evacuation of employees The mam valve when open looks like tt is on each floor. Be sure each Boor has pro closed. Be sure to have a "DO NOT visions of what to do in case of fins. TOUCH- la* on the train valve. How about knowing that the fire alarm The same is true with the automatic alarm system. A good plant inspection in cludes cfieckmg the automatic alarm system. If out of order, lose no rime m calling the serviceman. Most plants have automatic service. However, you mast know if that service is being perfumed properly. If you will be given and done so in understandable language? Is the switchboard operator in your plant designated to do this? When fire is discovered in your plant is the whole group trying to extinguish It and forgetting to cal! the fire department? Delayed fire n. a ad story. have time, go with the serviceman and learn Eves if you are organized there will be all you can about the alarm system. Also coefusioo if a fire begun with a **< or make certain all fire extinguishers are in explosion. good operating condition and the right type In ooe phnt when a drill took place some for the fire to be put out. superintendents and roamgeroent personnel 16 Food, Meat Packing & Leather Industries, Trades and Services were usually too busy to take part They told thdr personnel to leave the plant but they kept right on with their work. This is a very dangerous situation. After one of these drills was completed. { spoke over the loud speaker system for three or four minutes. I commented on the excellent job everyone did and said t regreted there were some who felt too busy to take part in the drill. I stated that they have been orientated to a fire drill and know what to do- Therefore, I aid, there will be no more fire drills in the organiza tion. Hereafter when and if the alarm should sound--it's a fire! I hasten to ay, let's get away from the fire drill idea as much as possible. There is no such thing m my book as a fire drill. All fire alarms are the real McCoy! Let's assume you have made the plant inspection. When should you repeat the performance? Only as often as you deem it necessary. But I warn you do not inspect on a certain day of the month and a certain time of the day. Checking your plant for fire prevention and fire control should vary. Come when no one expects you. After inspecting, write a report of the results of your work in good dear under standable language and not too technical. Report to top management, outlining how the corrective measure can be put into effect. This is very important and you must also be a public relations man in many respects. This particular one is oo security for your community. The symbols of security against fires arc water systems, fire alarm systems and fire departments. Whenever a bond issue U needed to get new fire department equipment or extension of present water mains, it is your duty as a fire prevention engineer to take an active lead and hdp obtain better fir* protection for your city and community. Fire protection engineering is one of the biggest jobs in all engineering phases. The challenge is yours fai* CAN YOU WAIT FOR THE FIRE DEPARTMENT? by JAMES H. SNYDER manager. Safety & Plant Protection, Hiram Walker & Sons, Inc., Peoria, III. The topic is tn the form of a question, entitled. Can you wait for the Fire Depart ment? One good question deserves many other*, and to justify p| these questions, I would first tell you that there is more than one good reason why safety rocs should be concerned with fire. Fire is an accident, an tatexpseted occur rence usually occasioned by toes and often accompanied by personal injury. Of major concern to all in preventive work is, of course, preservation of human life. Of equal concern is the ability of our employers to continue their business. The preservation of property, physical assets and work places of the employees follows an obvious necessity. Because of the multiplicities of lands of businesses represented by this group; I can only hope to stimulate your thinking by asking questions and hope as you think nbout it. you may be able to do for fire prevention and protection what you have 'been doing these many years for accident prevention. FIRE DEPARTMENT SERVICES What are the availabilities of your fire department? How fast can they come to your plant * What can you <io with them assuming that they come when called? There may be a multiple fire situation, for example, attendance at a school or hotel fire !o the detriment of the preservation of your property. Accordingly, what can you do without them? ' What have you in your plant, already established by the way of sound procedures and good relationship? Please have in mind that your fire depart ment win not of necessity be familiar with: Plant lay-out 17 1957 National Safety Congress Food, Heat Packing St Leather Industries, Trades and Sendees Plant process** Properties of products Properties of raw materials Built-in fire system Its location Effectivdes* * Limitation It is therefore nerrsnry to establish as in plant cnidBicc group to work with public fire To switch over to the positive, you know what to do whas a fire starts, and these topics will refresh your thinking; EVACUATION Building on fire Nearby holdings DIRECTION OF FIRE DEPARTMENT To proper tarifcffng Nearness to secoe for preservation of fire department's apparatus PATHS OF EVACUATION For safety of personnel To minmaae confusion of arriving fire dept USE OF VOLUNTEER FIRE DEPARTMENT Lights Portable tatcrcocsmunication system Proper rescue apparatus--masks, etc. USE OF SEARCH PARTIES Rest rooms Isolated offices Showers and lodcers Janitor closets CQMSfUN/CA TIONS Call in volunteer fire department Call ba key personnel Call in executives Call to public press, radio & TV TELEPHONE SERVICES Incoming calls block switchboard Coins for public telephone Private wire IS NEED FOR SPECIALISTS SERVICES Craftmea Doctors Nurses Ambulance Engineers NEED FOR SALVAGE Vital records, formulae, cash, tax stamps Prom the above you have possibly con cluded that pre-planning for prevention U equally as vital as knowing what to do when trouble strikes. What do you know about properties of raw materials and products: When subjected to bat? When subjected to banung? When subjected to water? What is the condition of sewers and drains.: Where ultimately exhausted? Interconnected Possibility of siphoning? What Is the effect of natural draft: Favorable Unfavorable Arc you aided by floors serving as fire stops: Processes, piping or equipment passing through floors Scuppered anas: Piping and openings caulked Capacity suffkiart Do you have container hazards: Full, partially full, empty tanks and drums Need to cool Do you know about your illuminating gas lines: Where terminated? How shut off? Consider airveyors and vacuum systems: Transmission of burning material. Shut off or operate. How about windows, doors and monitors: Open Shut Desirability Undesirability What about the operation ot fire curtains: Where? What effect? Do you have obstructed access: Bridges Railroad trades ' locked gates locked buildings (Particularly bonded premises) No safety nun has been so thoughtless m his reasoning as to fall is the pfawnmg so necessary in actual fire or explosion. But the definition of pre-planning should take us in our thinking so far back in the bastes of prevention to force us to conclude that if proper and productive pre-planning has been done, you may never need the assis tance of the fire deportment; The odds are all favorable; that if you are ready, and do need assistance, the occur rence will be small; it will be easy to con trol; and the loss will be at a mnanim^ How about your fire pump: Standards for starting? What is the result of possible diversion: Boilers Process coaling--possible vacuum aod implosion situations. WHY INDUSTRIAL PLANTS BURN You have considered the results of inter ruptions in electrical services, for example: REMARKS OF CHIEF EDWARD E. NEWELL. JR. What else will it effect? Where is im mediate location? What is ultimate loca Chicago Fire Department, Chicago tion? Does it effect: FIre! 1 Fire--one of the most thrilling There is no doubt that management, re SSump pumps Other lines Well pumps connected to fire system words of our American vocabulary: thrilling sponsible for protecting its company's assets, to the fads who chase red fire engines down is concerned over the mounting, staggering (he street--but tragic to the home owner or losses tn industrial fires. Recent disasters business man who stands m front of his point up the need for constant vigilance Desirable ventilation home or place of business, watching the and planning to minimize the results of de Elevators savings of a life time being consumed In a structive fires. How about movement of {night cars or trucks: Containing flammable liquids or com bustible materials. What about pumping procedures: Between buildings few minutes. Fire is only of general interest to the average person. He reads of fires hs the daily papers, bars of them on radio and television. This is a natural condition, as the average person may live his allotted time with never as actual fire experience. We preach fire prevention and fire protec tion almost constantly; yet fire* continue to start DON'T DELAY ALARM However if "Pre-Emergency" planning such as fire brigade training, monitoring of the area Involved and the areas immedi To tanka--inside; outside The* average man or woman has little knowl ately adjacent is sufficiently active, automatic To and from tank cars ^ edge of fire, or fire causes. detection, either of local or central station 19 1957 Kationa! Safety Congress design will improve the program by mini mizing the possibility of delayed alarms. Automatic sprinklers are the best protec tion against delayed alarms: and to be equipped with local or central station alarms greatly improves their efficiency. However, not *11 buildings are sprinklered so we find the need for proper in struction and training of fire brigade mem bers. Employees should be thoroughly instructed and impressed that their first duty, upon discovering a fire, is to sound an alarm and then try to control the fire, using the proper type fire extinguisher. There have been many instances where first aid fire appliances were used until the supply was exhausted and that the fire burned uncontrolled while someone called for help and larger equipment arrived. Fire extinguishers should be considered as first aid appliances. They are important and when used properly extinguish many fires but we should understand the limits of their effectiveness and back them up by having the fire department on the way. It has often been said, with relation to fire control, that the "first five minutes" after a fire starts is more important than the next five hours. All fires start small but with sufficient fuel to feed on they grow rapidly and tnanv require hours of tabor and tons of water to control and finally extinguish. Each of the varied industries have their own specific fire problems. You mutt understand the hazards of your industry, and to reiterate, practice fir* prevention and step up your Pre-Emergency planning. Practice fire [m'ention ofavyx but also he prepared.^. REMARKS OF CHIEF RAYMOND KOLZE Fire Department, Dcs Plaines, III. Wlty do industrial plants burn? There are many reasons: first consider the construction of a modern industrial plant. In most cases it will cover from 25,000 square feet to six to ten acres. It is built of unprotected teel with a metal deck and a tar and gravel roofing. Unprotected steel stands up poorly under fire conditions. Fire men are thankful that larger plants have sprinkler systems if not in total area at least in part. There is a minimum of doors, few if any windows and sometimes a few skylights. This is what a fireman sees when he views this building from tile outside. Inside the building stock i piled to the legal limit in shipping and receiving areas. As if this were not enough the shipping and receiving platforms are inside the main building so all work can be done with a minimum of effort even if it means backing six or seven freight cars in the building. Further examination of the building may reveal few fire walls or cut off walls. The reason for this, a supervisor said, was a plant cannot operate efficiently with division walls in the building because they interfere with production lines. In one plant nine fire doors had been removed to accommodate these lines. You can well imagine the danger when firemen have to drag 1000 to 1500 feet of hose into a building before they can reach the fire. WORK OF FIRS BRIGADES Training of fir* brigades in any plant i< a very important job. It makes all the men fire conscious and in this way always on the lookout for fire hazards and carries* fellow workers. In the event of a small fire they usually have it under control be fore the local fire department arrives. In a major fire they certainly are a big help to the local department. The city of Des Plaines has an industrial school each year to which industry sends men. The morning session is devoted to movies and talks on fire prevention with the afternoon session on fighting actual fires by the plant fire brigades. These fires are built of materials used in the various manu facturing plants. We find when they know what their products will do under adverse conditions and the limitations of the extin guishing agent they are using, they lose their fear of fires and really do a good job. Food. Meat Packing & Leather Industries, Trades and Services Once a plant superintendent called me and said "Chief I want you to see how well we have our men trained. We will go over to M section and I will turn ia the alarm." My reply to him was I would rather go to sec tion D with the dip tanks and see the re sponse in that area. "Weil. Chief." he said, "the boys don't know the fire is supposed to he there.** Many times it's hard to sell management on the idea of training fire brigades because of the additional cost for non-productive work. But I believe with the right approach it can be done and it must be done. In most cases a watchman is an elderly man who walks about punching a time clock at various stations in the plant He also has knowledge of how to operate a fire extin guisher. He should know how to contact the local fire department and should do this immediately when discovering a fire, not after it is out of control because he tried to extinguish it first .lust remember, a lifetime of effort has gone into establishing your plant and cer tainty no one wants to burn it down in a few hours because someone neglected to do the right thing at the right time.A^ REMARKS OF E. K. CROSBY fire prevention engineer. Pebst Brewing co., Milwaukee A large kxs fire is one that results in a quarter of a million or more dollars in damage. In 1956, there were 430 in the United States and Canada. Only one out of every 1,860 fires could be classified as a targe loss one. but these fires accounted for 24 per cent of all property damage. Hardest hit of any type of building was (he industrial plant. Industrial fire damage wu 50 per cent higher than tn 1955. This fact contributes substantially to the over-all rising trend in fire tosses. Half of all large toss fires go undetected or unreported omit they grow to uncontrollable proportions. This is because most industrial fires occur when a plant is dosed. About S3 per cent of fire damage occurs in idle hoars. Reports by the National Fire .Protection association show that in many cases there is little or no watchman service. That is whv I believe that alt food Industries should have good guard training at alt time* so that they are familiar with every phase of the industry- They should cooperate with the local fire and police departments and have full fmowtedge of sprinkler valves and water supply. Since many food industries have refrigeration systems, it is good to know where all ammonia shut-offs are. This applies to gas and flammable liquid storage. One of the things I'd like to mention is welding and cutting. Many large industrial fires were caused by careless handling of torches. In my own experience I have en countered several large industrial fires where dust explosions were set off because of this careless act. Poor housekeeping and failure to thor oughly " change-over" the facilities resulted tn a large food warehouse fire where $960, 000 of food were damaged by fire. No one paid much attention to the fact that the warehouse was formerly used to store ni trates. and a cutting torch did the rest. Watchman sen-ice in this case was also poor. Management of rourse must stand behind a good program of fire prevention, such as a well-trained fire brigade. Why install ex pensive explosion-proof equipment in grain elevators, and flammable liquid storage vaults if a mechanic carries an ordinary light coni and naked light bulb and uses portable electric drills in a location where such equip ment might cause an explosion? Instead of using non-sparking tools around marches, grain dust and flammable liquids, regular steel tools are often used. They should be made of aluminum, bronze, brass and beryllium copper. Fire* in warehouse storage with and with out sprinkler service resulted in 30 "large loss" fires during 1956. In 43 fires, there was a delay in detection with serious con sequences. A further problem is lack of division walls. Fire damage might have been minimized in one where a back-fire from a truck caused a $265,000 fire. In many case* temporary wiring is used in a 21 19$s National Safety Congress factory and warehouse but forgotten in a ^hort time--this too is dangerous. Using an open flame near a vacuum sys tem which sucked sparks into cydone and et it afire is another example of the need for a thorough fire prevention program in every industrial location. Another example is stealing a smoke in warehouses loaded with combustibles. This indicates a complete lack of discipline in that organisation. 1 personally believe in the sileit watch man i.e. automatic detection and sprinkler systems, maintained in working condition at all times. Here are some of the various fires around the nation that reflect the tre mendous costs to industry in failing to develop an effective fire prevention program: Montreal. Quebec. Canada (Brewer**) 51450.000. One tailed on May 18th. 1957 in a fire caused by an ammonia explosion. Possible ignition sources were an ordinary* light bulb at ceiling or static discharge sowrated by rapid rvape of ammonia, nn explosion venting. OTHER I1G FtRE LOSSES A cannery- fire on April 29th, in Portland. Oregon resulted in $1,286,500 damage. Green beans and strawberries, spontaneous igni tion. Plant was not sprinklered and nr* watchman was on duty over week-end. A Super market fire m East Paterson. New York left $500,000 damage. Xo sprink lers were in the building. The fire started in the basement and was discovered at 2 P M- Eight extinguishers were used but the fire could not be controlled due to congested stock piling. There was a delay in calling fire department. Another fine--a grain elevator on March 28th. in Philadelphia. Pa. had $2-593,000 damage. Three people were killed. Cause of explosion was undetermined. A food and grocery warehouse burned on October 21st, 1957 with $1,065,000 damage. Poor stock piling hindered the fire depart ment A watchman saw smoke at ceiling level at 800 A.M. and after determining that it was not coming from the coal fur nace telephoned the fire department As hr was giving the alarm the flames shot through the ceiling. There are many more major fires and disasters. However we can prevent all this by being on guard at ail times. WH? A FOOD PLANT tURNS Here are some causes for fires in brew eries. grain elevators, cereal processors, bakmu, (thlillcrio, cannerie*. dairies and con fectioners : 1. Ammonia--many have refrigeration 2, Poor housekeeping -l. Dust 4 Welding and cutting Flammable liquids 6. Powdered milk and yeast--explosion hazards 7. Garage fire hazards A N'o sprinklers fire extinguishinc equipment inadequate or improperly used--watchmen service lacking 9. Vacuum systems--inadequate, or lack emergency cut-off to reduce spread of fire 10. Electrical hazards Many plant managers don't give enough attention to fire prevention. They don't realize that fires can be prevented by ade quate watchmen' service--an alert fire pre vention engineer whose only duty is to elimi nate fire hazards. They don't have adequate prinkter lines, fire extinguishers; or hose lines which are essential for any fire pre vention prognun.dk. * 22 REMARKS OF C. F. MAROTZKE Summit Volunteer Fir* Deportment, Summit, Ml. ' On the question: "Why Industrial Plants Bum.** my answer is Carelessness. You will rind that most plant owners or executives know little about first aid fire fighting equipment. They in turn appoint a man is charge of Plant Protection, but they also tie his hands and if his suggestions cost much they are turned down. In other words they are afraid to spend * buck for fear -ome moths will get out or the purse. 'Che average small business man will ipmd thousands of dollars for a new build ing. put in up-to-date fixtures and mer chandise. but when it comes to first aid fire aghting equipment, he becomes penny-wise uid dollar foolish, so he either installs in adequate equipment or no equipment at alL If fire equipment is installed, it is not a question of how much protection I get, but how much will I save on my insurance prenuum? The Volunteer Fire departments are in terested in. and usually have some kind of fire prevention program. This naturally in volves a lot 01 time and effort, with no pay. After the statement is made, "you fellows must be crazy to spend all that time and effort for nothing." I in turn ask if they realized how much fun we have being crazy. We look for no glory, but it is indeed grati fying to see the fruit of your efforts as in these examples: The scout troop was meeting in a school house and' one of the boys coming in late noticed a fire in a container near the base ment door. He notified the scoutmaster and while he called the fire department, one of the boys took an extinguisher and put out the fire. He was asked, how did you know what to do ami ha stated, "chat is what the Firemen teach us in schooL** In another case a young boy came home from school and contrary to instructions started to get his own dinner. While doing this his hair caught fire and he suffered 2nd and 3rd degree burns. When hi* mother arrived she found him with a large towel wrapped around bis head and she asked how he knew what to da He said, "That is one of the things the Firemen teach us at school." The Volunteer Fire departments realize that fire prevention goo hand in hand with fire fighting. They have accepted the chal lenge and are doing their share. A, BRAINSTORMING FOR SAFETY by A. C. STUDT manager. Training A Education, The Hotpoirri coM Chicago Let's take a look at what thinking really if. Thinking is a considering of alternatives--a rejection of many, and a choice, at last, of one Thinking if the exact opposite of routine action. If ideas which pass through our mind influence our actions, we are thinking. If oar actions are not infiueaced by these ideas, we are day dreaming. Thinking U invention. When a way of ac tion has been blocked, when a routine has broken down, some other means must be discovered. Animals can be rrained to follow routine, but human* must think--they must consider. For animals adjustment means conforming. For humans adjustment means readiness and ability to meet and cope with prob lems. Human adjustment most be logi cal and creative; We, therefore, have two kinds of dunking: 23 19$7 Notional Safety Congress 1. Logical. 2. Creative. The ability to think creatively is not a gift --it's not something that some people have and others do not have and cannot get. Creative thinking can be taught. We are going to explore methods we can use to help ur think about problems creatively. Before we talk about how we're going to lam creative thinking, however, let's see just what creative thinking is and how it differs from logical thinking. Logical think ing starts at a given point and moves step by step to an incontestable solution. Crea tive thinking, on the other hand, has many possible starting points--imagination rules over logic--we may reach a conclusion on a problem without knowing how it was reached, and we may reach a conclusion on an idea or a problem which actually had no connection with the original problem. BRAINSTORMING SESSION We call this type of meeting a "Group Brainstorming Session" and it is based on the principle that one thought leads to another. Tills is commonly called "chain thinking." In order to show how one thought leads to another or how one idea grows out of another idea, one can try a little experiment. You whisper a word to ooe man in tbe room who in turn will whisper to the second man the first thing he thinks of after hear ing the word you whispered to him. The third man carries (Mi to the fourth and so *n until you have gone all around the room. Then you mention aloud the word you started with, the second man tells what idea he cot from it and why he stated the word be did and so on around the room until every one has stated aloud the words they thought of originally and why they thought of them. This is done to show how one thought leads ta^ another and how, when a person mentions a certain idea or thought or word, we get an idea from it that may seem to have no connection with the first word, but which does have a connection when we hear the explanation. We have now seen how, when we hear a word or idea, it reminds us of something which actually has a connection with the word we heard. This is the basis for what we rail the "that reminds me" principle. ORIGINS OF IDEAS There are four basic reasons for getting an idea from what we hear: 7. NEARNESS--Something is near you which you feel or see or hear that remind* you of something which is not near you. For example, you see a baby's shoe and it reminds you of an infant--maybe your own child or a niece or nephew who may be miles and miles away. The fact that you *aw the shoe which was near you reminded you of someone who was not near you. 2. SIMILARITY--Something you see or hear reminds you of something which is similar to it, although they are not the same. \ picture of a lion reminds you of a cat, because there is a similarity between the two. 7. CONTRAST--Something you see or hear which reminds you of the exact op posite. For example, we see a midget and arc reminded of a giant. /. CACSE AND EFFECT--Something happens which reminds us of an action to be taken or something to be done. For example; there were two men in a creative thinking class not so long ago who were standing in the hall discussing some of the ideas and a third man oamed Ted happened to walk by. One of the men said. Ted you seem to be in a harry.'* Ted turned around and said. "Oh. *- rimlnifi me. I left my hat in the mtaanaL' Now. apparently there was no enmecooe btnum being in a hurry and leaving a hat in a restaurant, but off Ted weec to gee has bee. Later in the afternoon the two men cheeked with Ted to see just wine It was that had reminded him of fearing has bat in the restaurant and he explained that he bod gong to hatch with three other men that noon and while he was at tends rrmnnfa i ml an important appointment he rfirafd have kept He dashed off to knp the appoint ment. explaining to the men that be would see them later in the day. He kept fn appointment and was waJoag down the corridor when one of these e happened to say. "Yon seem so be as a hurry." When he beard "being ae a berry" he was reminded of the bat time be we* m a hurry- whkh was in the mtaane, taf he then remembered he had left tbe semaw run o quickly that be had lergnm bs '4 Food, Meet Packing & Leather Industries, Trades and Services hat. All very simple and very clear when the whole story is known. These ideas we get from other ideas can cither happei by accident or they can hap pen on purpose. If they happen by accident. ,\ m the case of Ted and his hat, we can yet some good results from then. How ever, we can't just hope these accidents will happen; therefore, we make them happen. We make then happen on purpose in a "Group Brainstorming Meeting" by nuking people come up with ideas and talk of ideas and bring out many ideas. This is the only time, by the way. when we wish to make .icridents happen. There are certain ground rules for a "Group Brainstorming Session" that are best to follow. One is that logical judgment it more or less ruled out, at least at the beginning. Wildness of ideas is wanted be muse in that way we get many ideas. And even though your Ida may sound very silly when you mention it and not practical or logical, that doesn't matter. The more ideas we get, the more ideas someone else will get tram what we say. MOTIVATION FOR THOUGHT \V must remember one thought leads to anotltcr. We can never tell when ooe man will gel a good idea even though the idea that gave it to him may have sounded rather silly. When we do hear an idea that begins to make sense; and even though it may leave us up on "Cloud Nine" if it has a glimmer of sense to it. we then begin to engineer it down to earth and make it practical. . Xow. while beginning this you will find that automatically our minds are going to go through certain stages of thinking. The first stage is motivation. An impetus of some kind is needed because old con* cepes have started to conflict with data and the conditions have changed to such an ex tern that our logical thinking has failed us-- cr backs are to the wail and we now realize that we are going to have to do some crea'ttc thinking to solve the problem. TW step Is: define the problem to warf Mt hwe exactly what the problem really 'v We hod a case one time where we were weshaag oa Ae problem of: Eliminate poor waraia We had worked oa the problem for <rwar near and bdn't gotten very far. We finally discovered that the reason we hadn't made much progress was because we had not defined our problem properly. Wc had men in the room who disagreed on just exactly what morale really Is and we had several men in the room who thought that the morale in that department was not poor. Therefore, we had disagreemait on the word "poor" and we had disagreement on the word `'morale." Naturally we couldn't solve the problem of how to eliminate poor morale until we could define the problem and agree on what we were trying to solve. Then we were prepared to collect information and really become immersed in that problem. 'The third step: the collecting of all the information is what wc call preparation-- just getting ready to solve it We must Iearn all we can about it We most Uvc with it. We sleep with it and eat with it and when we have collected alt possible informa tion we are ready to brainstorm the idea, which is step four. In a brainstorming session we forget con vention. We go wild; we let our imagina tions run loose, mentioning many ideas which we hope will give someone else an idea as to the solution of our problem. If we do not come up with an answer to our problem, we're very likely to run into the next step which is frustration. The only thing we can say about frustra tion is that it is at this point that we must learn the greatest of all virtue*--patience. If we recognize that feeling of frustration as being natural, we win be able to go along to the next step and purposely divert our attention from the problem. In other words, forget it. Put it out of your mind; don't even think about it CANT STOP THINKING The only reason we can say that is be cause actually it's impossible to do, because our mind will unconsciously continue to operate on that subject In the bade of our mind we will be thinking about i^ whether we realize it or not And then all of a sud den we will hear a word, we will see some thing or get an idea from someone and the next step of insight (Step Seven) will take place. The sudden illumination will come and we will realize then that we have begun to 25 19$/ Notional Safety Congress solve our problem Just as Archimedes did when he stepped into the bathtub one day and solved a problem he had been working on for years. All of a sudden, after putting this idea out of his mind, that moment of insight came and he bad solved his problem. It's happened to you--it`s happened to me lt's happened irony times, and it will hap* pen many more times in the future. Then, comes an important step*, that of verification. (Step Eight). Now our idea must be engineered down to earth. This is a driveway of a beautiful house. practirafiv a mansion. He drives the ear to the front door, get* out of the car and stands and looks over the house for 30 seconds, and then with what we think could be a chuckle, walks up the front stairs and rings the belt There is a short pause, the door is opened by a butler who is about to tell Pete Smith to go away, when he takes a second look at him. claps his hand to his forehead and say*. "Oh, my God .. ," here the creative thinker distinguishes hun-df from the crackpot The crackpot leaves the idea mi "Cloud Nine." the creative thinker engineers the idea down to earth ;ind makes it practical and usable. He assesses the idea, he evaluates it. and then analyzes the idea in the light of the problem and comes up with a solution. It may be in many cases that modification will have to take place. {Step Nine). There may be details of the idea which lave to be UNFINISHED STOAV Now--we could finish the story. If time would permit, we would stop and write a conclusion to that story. Is finishing the tory one would begin to use the imagina tion. It doesn't matter what the answer i or what is written. The only reason for having this story completed is to get the group back into the habit of using thtir imaginations. worked out and they may involve some creative thinking too. awakening imaginations "Group Brainstorming Sesskxa" arc based almost entirely on imagination. Now, that isn't quite as easy as it sounds became in most cases our imaginations have been stilled. In most cases we haven't deliberately ued our imaginations for many years. So we have to revive these imaginations. The first thing we are going to do is to teawaken our imaginations and as we start, the first thing Hi do is tell you a story-- a story about an old friend of mine Pete Smith. Pete Smith is driving down a rood on Long Island and he's in a battered, worn out, 1937 model automobile that is chugging along as though each mile will be the last mile Pete is wearing a suit that must have cost $300 new> but row it is dirty asd has many grease spots and a few holes m it. As we get a little closer to Pete aaS take a took at him we discover that be las a very strange expression ao his face. Aftec your brainstorming group ha* worked on this stoiy, give them an actual problem. The problem we are going to describe i* me we use at Hotpotnt and probably could not be wed airy place else. We distribute tn each participant a mull paper tube, ap proximately one inch long and a half inch in diameter, sealed at one end. We explain ihat we have 13,000 of these paper tube* which are thrown out every week. We tun decided to form a company and sell them. Our product is already made for os: it doesn't cost os anything. All we have to do is to sell it. But before we can do that we most find a use for the paper tube. So, who has an idea as to what this paper tube can be used for? The ideas are fisted. Even though they aright sound tilly in some cues, that's perfectly all right because even though it's a sQIy idea, it may rive someeoe a good idea. After we have exhausted the pcetibtlitks of what this paper tube can be used for, we doee the meeting by introducing another idea which wilt help reawaken their iroagmaooo*. The first time we look at it. we think h is a rather grim expression, but then as we look at him a little more, we decide that maybe he's smiling and we're a little puz zled as to just what's going through his mind, fust about that time, Pete turns into You might find that the group ocea- riooapy has scathed the stage of frustration. The instructor should then have then forget the problem ontil someone a the group brings k ep j|u N-*"** be thinks he has reached the next step of aright. 26 Food, Meat Packing Sf Leather Industries, Trades and Service! However, for these practice sessions it i* suggested that the problems presented be timpk ones. It is better to solve a simple problem than to confuse the issue by pre enting a complicated one. The tougher, more complicated problems can be brought up later when the group has had some practice and is more familiar with brain storming. I'd like to tdl you a story--a story about a triend of mine, John Jones. John Jones Has a fairly good salesman making a fair ^terage tiring. There was, however, one man John Jones wanted to sell. If he could get this one account, he knew that it could put him cm top of the heap. The man he called or, Mr. Brown, was always nice to him. He bad never dcfinitely -aid, "1 will never give you an order." On he other hand, he had never yet given John any business. On the day when we come into contact with John, he's sitting at his ic*k in his office and the phone rings. Mr. Rrmrn is on the other end of the wire and hr say* to him. "John, I was wondering if <* coold have lunch with me beouse 'here is secnething I'd like to talk to you Naturally. John gets down to the hotel as u* as be cast. He meets Mr. Brown m she lobby and they go into the restaurant to hare had*. Mr. Brown say*. "John, before r tarl to talk. let's order. I think HI have <ae most beer, mashed potatoes and imy." and Johit says, "That's fine. IT Isave tbe same thing." The waitress brings the order. Mr, Brown puts a little salt on his rout beef, mashed potatoes and gravy. <nd bands the *alt rhakcr to John. COMPLICATIONS AfttSE him hrgini to put some salt on hU i.*-*i.** writes Mr, Brown suns to talk to lian. As Mr. Brown is talking, John doesn't teaiue it be* the salt keeps pouring out of the sab shaker, and quite a tittle mound rather* is the gravy. John, thinking it is i Sale mowed of mashed potatoes with cary, paries op this mound of sab and places in Ids month just as Mr. Brown say* to ham, "WdL John, what do yen think of that tdea? ... That's right. You finish the story. However, before you finish that story, kt me tell you of a little experiment I oewhacted. I went home, got a tittle gravy, t<wd a mound of salt into it, placed it in my mouth and I found that I could not get rid of the salt using a napkin. I found that 1 could not wash it down with a glass of water because it made me sick and I found that I could not say, "Pardon me, I'm going to rinse out my mouth," because 1 couldn't talk. Now, finish the story. You will note that we have tried to eliminate the obvious ways of getting John out of his trouble so that the group will have to do a little more thinking to finish tlu's story- You will also note that we do not tell what Mr. Brown said to John. He did not necessarily talk business. This is the big loophole for the group. If they ask you what Mr. Brown said, or ask if he discussed business tour answer should be, "It doesn't *av in the book. YouT just have to use your imagination." IftAINSTOftMING ftUUS Now, let's add snow ground rule* for "bramstonaing." Appoint someone to record year ideas. Preferably yamenne capable of speed-writing or shorthand. Record all ideas. Any ideas are acceptable but--no logical thinking al lowed! Review and analyze,--establishing * difference between creative thinking and day-dreaming. 1 f it lads to action of some triad, it's cnative thinking, otherwise-just day-dreaming. Ten people sit around a table and the problem is posed. Write all the answers as rapidly as they are given. You can't say. "f don't think it will work!" There are many people who claim they are logical thinkers and that creative think ing is not for them. Too many times, how ever. you will find that their logic is some thing tike the Eskimo's thinking when lie say*, "A lighthouse is no good. The light shine*--the bell ring*--the whistle blow*-- but the fog comes in just the same." Or, tike the Burmese who were astonished to find that Americans nude sidewalks out of water. AU they did was add a tittle sand and cement. It is obvious that anyone who reasons along any of these lines needs help, and it is the duty of the training man to give it to him. Should you encounter anyone as de scribed above, the fallowing may be useful. Often a person has trouble getting an original idea. It may be that ite can expand 27 195? National Safely Congress on an idea lie has heard. He may be able to improve an idea, but the start is what stymies him. In those cases, this formula has been found successful. It is the method of solving the problem first. In this method of teaching creative thinking, we present the problem to a group and immediately pro duce a solution to the problem. However, in spite of the fact that our solution is actually a solution to the problem, it is so ridiculous and far-fetched that im provements are obvious. With this method, however, we get their thinking started and get them over the first hurdle, although we are not doing their thinking for them. IMPROVING A ROOM .Vow suppose I tell you that t think a group should have a room in which to rest and relax during the day. I have decided that this very room would serve our pur pose. However, it would be improved con<iderabiy if it was cleaned up a bit, so I'm going to have it painted. I think the west wall should be a bright yellow--the ceiling, Chinese Red--the east wait. Ugh* green with purple polka dots. How does that sound to you? it up. However, I'm not too concerned about this problem because I have a sohtdoQ to U. What I purpose is to measure up {rota the floor seven feet and cut through the post at that point. Then we will remove the bottom seven feet, allowing us to pan in and out of the door and not be bothered by the post. The three feet of the poet above the seven foot mark we will leave there because that is the part that supports the ceiling in the first place. So my so!tition is to remove the bottom part of the post, which is in our way, and leave the top port where it is, to support the celling. What do you think of my idea? Can you think of any improvements on it? Again the improvements are obvious and the group will undoubtedly have many sug gestions. You can now introduce a real compan) problem, and at the same time a snhwion to the problem, .lust be sure yonr sohsioo is really a solution to the problem and can be improved upon easily. In other worth, be sure you have a solution that the group must agree with in principle bm muse dbagree with in detail. Your group will undoubtedly agree that a "relaxation room" t& a fine idea. They will also agree that it should be painted, but they certainly cannot agree with the color scheme you have outlined for a room in which to relax. Our solution, however, meets the require ments of the method. It is a solution to the problem, but the improvements to be made in color selection are obvious. REMOVING A POST Vow here's another example. This meet ing room is convenient for all participants of these sessions and comfortable. We have in this room everything we need to conduct :t successful conference. The room, how ever. has one serious drawback. A* you ran see, there is a post about four feet in front of the door. Vow, this post doc# not interfere with coming in or going out of the door, but it is inconvenient, and we would be better off if the post was not there. Vow, I'm smart enough to know we just can't remove the post and let it go at that, because the ceil ing would fall down. The post now holds THREE WAVS TO CREATE IDEAS There are several other techniques that can be effective if your group is conirooted by an inability to continue the process of creating thinking. There are three which should be considered: The Tear-Down Method in whkh a prod uct. pan of a product, or a method of op eration is selected for dUcnsnon by two men. One man takes the attirade that every thing about the product or method is wrong and suggests a different, and not necessarily a better way of doing or making it. The other cannot agree with him and suggests another way of doing it. The first disagrees and suggests another way. and so on. When one mao a suggestion that makes sense both men get together and engineer it down to earth, mak ing it practical and useable. A second approach ts called the **Hd-Also Method* Again two men work together and make suggestions but do not disagree. One suggests a different method and the other says "That's good, and also we could . . .** ami he adds to the idea. This elicits addi- 28 food, Meat Packing & Leather Industries, Trades and Services tiooai ideas and thinking. Again, eventually a good idea is worked out. Finally there is the 37 Solutions Method. \11 interested panics are told about a prob lem and asked 10 write down 37 solutions to the problem. A week later they attend a meeting and their ticket of admission is ibnr list of 37 solutions. After duplicates and the obviously impossible solutions are eliminated you may have only five or six good ideas left. But you are in the position of starting a meeting to solve a problem to which you already have live or six good volutions. SRAINSTORMING ANSWERS You confront many problems m >our <aiety responsibilities. In finding some an swers to the quest: n, "How to get Super visors to accept their safety responsibilities,'* the following list of unedited replies were given as a possible answer to this probten. 5c)l idea of safety as part of production. Fire all and get new ones. Make them give detailed repons with rec ommendation on all accidents. Let supervisors know that they have 100 per cent management support. Make foremen act out accident. Get supervisor into every safety activity. Add accident costs to supervisor's report or take out of his pay. Send to NSC school. Penalize foreman by shift to night work or to more disagreeable job. Integrate safety record with annual merit rating. Have all reports routed through immediate and "top" boss. Make supervisor announce and explain acci dent to family of worker. Hold then responsible lor reporting and requesting correction oo unsafe Condi tions. If an accident occurs, the foreman must treat safety director to a dinner. Awards and recognition. Management must demand it Sell safety to management. Charge back of compensation costs to the department Publicity for bad performance. Educate them. Include supervisors on safety committees. Dramatise the problem. Have supervisors investigate and explain accidents to their bosses. Get tough. Bonus system to supervisors with good safety records. Promote employee suggestion system. Pay lor suggestions that are adopted. Have supervisors accompany inspection com mittee. Publicize workers* safety suggestions. Write safety into job specifications. Enforce safety as written into job specifica tions. Emphasize safety on staff meetings agenda, and in actual session. Introduce at all staff meetings--supervisory, middle and top management. Get managers "off their duffs" and out in the plant to check the job that is being done. Be sure that management is properly ad vised by adequate reports as to what is going on. Proper selection of safety personnel--man in charge must have know-how, per sonality and dedication to the job. He must be able to win the cooperation of the line organization. Understandable rules. Explain "why" to supervisor. Annual dinners for no lost time injuries. Supervisor* investigate safety suggestions. Supervisors in charge of safety suggestions. Hold responsible for accidents. Threaten. Discipline. Promise a trip to Sputnik. Evening meetings on overtime. De-merit*--counts against bonus. Give him your job, and you take h>s. Make out all necessary reports. Department competition. Incentive awards. Pride in plant safety achievement. Badge. Put in pillory. 29 1957 National Safety Congress Put on first aid for a time. Visit hospital injuries. Consciousness of safety. Impress Mm that safety U part of his job. Have supervisor explain to top management why the Reddest occurred and what be Is doing to prevent aeddents in the fu ture. Make safety a fine function instead of staff. Negotiate so that labor contract does not hamper foremen'* position with respect to safety. Hypnotize him so he will accept responsi bility. Organize good supervisors* safety training Have superintendents grade each foreman. Give S&H stamps. Demote foremen to assistant Discuss safety respoosibiltics with foreman's wife and family. Have top management get foremen together weekly--rotate chairmanship among foremen, Joint safety and health meetings with union personae! represented. Penalize foreman by putting red sign oo his back, "I goofed." Use National Safety Council material. Think safety and sake it a habit Completely train them. Have program where supervisor U directly involved--like contact system. Accident cost budget. Accident cost budget with savings on esti Use them as assistant safety supervisors for a time. Send top supervisor to NSC Congress as a reward. Select winner (s in above) through depart mental contest. Have Mm address next safety meeting if bis safety record is poor. Let h*m defend safety record before his bom. Safety scoreboard by departments Invite supervisor's wife to visit his job area during working hour*. Break down supervisor's work--see if be has'time to do safety. Review his "red tape." Supervisor analyze each job with his men. Offer supervisor help from the safety and engineering department for four weeks. mated costs returned to the department. Pay sufficiently to insure acceptance of re sponsibility. Fire them--set examples. Interview with top management. House organ on safety--supervisory ford. Supervisor as "Safety Mass of tbe Month." Have vice presidents visit with all levels of supervision an safety. Place white elephant in department of su pervisor with poorest safety record. Also, award department with the best standing. Lise imcnrnpleted recommendations in a deportroeit and dates on which they were made. Take photographs of conditions us used of correction and submit to company ofli- Have supervisors investigate all aeddents, serious or minor, actual or potential. Safety Director take problem to top man agement. 8ring all supervisors to NSC Congress. Take supervisor to supper. Extra kacaatsve wage for median free year. Fflntf-A HOW I TRAIN MY EMPLOYEES FOR JOB SAFETY INTRODUCTORY REMARKS by X . HVTZUT senior safety engineer, Campbell Soup co., Camden, N. J. Kcxt to the backing of plant manageaent, x supervisor's understanding of why acci dent prevention is a part of their daily duties is, without a doubt, the most important. Without such understanding and knowl edge of bow consistent use of understand able techniques will reduce aeddents and costs, the incentive to take active part in accident prevention educational training of people they supervise is entirely lacking/ Sincere supervision of every degree will use his powers of observation, admimstxa- ticn and Human relations knowledge to have people be directs do their work with the least hazard possible. Everyone has their own pet theory con cerning the best way of putting a story across. The five gentlemen we have here on our panel can provide us all with down to earth information, methods and procedures which we can trice back and use in oar own plants. Each panel member will present his method of training employees in job safety REMARKS OF LEO D. BAUER a. K. *11 _ _ . Since my work is confined mostly to the main plant, my remarks will pertain chiefly to that operation. Of a total of 1.6S0 people employed by Browu-Forraan 1.140 are lo cated at the main plant, called toe Old For ester Plant. 300 ta the general and sales offices and 830 ta production, working in the distillery, warehouses, bottling bouse, dripping deportment, maintenance and power phot - My job as general maintenance foreman involves the supervision of 45 men whose duties are to maintain buildings, grounds and all equipment, except bottling machinery. Bottling machinery i* maintained by a separate group. We also maintain all heat ing and air conditioning equipment Most of our work is done on the day shift although there are two maintenance men on duty during each production shift. Our present schedule consists of 24 hour operation, five days in the distillery, and tight hours, five days in bottling. The maintenance crew is made up of electricians, pipefitters, mechanics, carpen ters, painters, gardeners, a brick apprentices, helpers and laborers. All except electricians are members of Local #39 of the Distillery and Wine Workers Union. Electricians are members of International Brotherhood of Electrical Workers. During the day shift, there is a trained aunt on duty in a well-equipped dispensary. WHISKY PROCESSES Bourbon whiskey Is made by grinding grain, consisting of .com, rye, and barley malt into meal. The corn meal is added to water in a cooker. Here the starch ta the corn is broker down by a process called Pastificatioo. The pastified meal Is then pumped Into mash tubs where rye and malt are added. The malt converts the grain starches into fermentable sugars The finished wash is pumped through coolers into fermenter vats where yeast Is added to convert the grain sugars Into whisky. The fermented "beer," as it is now called, is tbm pumped into the "beer still" where the whisky is removed by distillation. The new whisky is then put in new white oak barrels and stored in warehouses for at least four years before it Is bottled. 31 1957 National Safety Congress The by-products of the beer still are called spirit stillage It is processed >n driers and evaporators to produce distillers light grains and solubles, which are used as feed supple ments in the feeding of poultry, cattle and twine Our bottling house consists of 10 bottling lines capable of bottling 90 bottles per minute each. * There is an annual company-wide safety contest. The division which wins cadi con test is treated to an opes house, where the families of the workers are invited to wit ness the presentation of awards and enjoy a buffet lunch. In the maintenance department we have many men who are quite skilled at their hazards in distilleries In a distillery, hazards are created by the handling, storage and nulling of grain, the distillation of alcohol, and the handling and storage of alcohol in tanks, vessels, and barrels. The principal equipment used in the pro duction of whisky are mills, conveyors, pumps, stills, and various types of heat exchanger equipment The major hazards in the distilling industry are fire and ex plosion from grain or meal dust, and from vapors of volatile liquids. The danger from fire and explosion are probably the easiest to recognize, and, there fore, are the ones which we guard against trades, and who have learned that a good job is one which has been done safely. These men believe in safety and are a great influence in teaching safety to the younger men. When a new man reports to the mainte nance department, he U made familiar with the safety rules of the department. The rules are posted conspicuously, and are reviewed frequently. The new man is assigned to work with older employees if this U at all possible, and the older employee, as well a the foreman, is expected to see to it that (lie new man learns what is expected of him from a safety standpoint. TRAINING. SAFETY MEETINGS the most. As in all distilleries, we have definite rules and precautions which must be observed in the routine production and main tenance jobs connected with these hazards. We also have an apprentice program, consisting of on-the-job training, and off- the-job class work. Safe working practices are an important part of this program. To addition to the fire and explosion hazards, we have the hazards found around power transmission equipment, materials handling equipment, tools, electrical appara tus. steam and gas tines. Perhaps, we are less aware of these hazards because they are aids to the production cf the product, and do not necessarily involve the product or ruiy raw materal It is in this field that we must t*r next eatftioos. Monthly safety meetings are held These meetings are carefully planned so that the workers take port in them and so that they will be of interest to the maintenance men. We discuss accidents and near accidents and the ways and means by which they were, or may- have been avoided. We discuss hazard* and request safety suggestion*. We to* to limit these meetings to 45 minutes and we've iound that they're well received. At these safety meetings, typical distillery jobs are Ml Aid SAfETy PROGRAM reviewed and safe methods for carrying out \t Brown-Forman, the safety program the jobs are discussed. t's under the direction of Joe Rcdefberger, There are several roles which apply to tl* Director of Safety. Redelberger or- hazardous work and jobs which involve uanizes the program and it is carried out welding, cutting, or sprinkler tests and re by the drparandt beads, foremen, and the pair. We try to make these rules as iron met and Women os the job. He maintains clad as possible. The rules involve (he use the records and provides all the material 'of Welding & Cutting Permits, and Sprink and belp necessary for a good safety pro- ler Maintenance Permits. Whm these per ersm. but he depends on the foremen and mits are issued, permission is received from Markers to carry it out. Each foreman is the department head, the safety departmoit. responsible for the safety program in his nnd* the maintenance foreman in writing. department. All contacts from the safety Fire watches are assigned and explosion 'epanment are made through the foremen meter readings made, if necessary. uH nut through the safety department h- When a fire watch is assigned, he is a member of the Guard Force. He is not 52 Food, Meat Packing & Leather tndusirtes, Trades and Services crested in the maintenance job, itself, but >4ily in seeing that a fire does not start Me maintains his watch for one hour after the job is completed. The proper Handling or these permits insures the worker that ;he area or equipment he is to work on is reasonably sate. We've iound that the maintenance men are enthusiastic about the permit system. They try to make it work, snd that's the item which determines the -uccess or iaiiure of a program. Other roles involve locking out power equipment, methods of purging tanks, use >i (adders, blocking off areas where work is joing on overhead. We try to remind the men of these regulations constantly. Formal training programs, regular meet ings, safety rules and regulations--these are important and necessary ports of a toreman's safety program. The most im portant part of the foreman's safety job, however, is the person to person contact on the job. While we must learn to deal with a group--be impartial--award jobs and overtime by seniority, we must not forget that every human being is a different person. A foreman must learn to know each man. He must learn to know what to expect from each. He must be where he can help if help is needed. He must be diplomatic and inspire cooperation. The success of a safety program depends on people wanting to work safely^k REMARKS OF DEAN McCLURE Albers Milling Piv. of Carnation eo., Kansas Crfcy, Mo. ( have a safety story Td like to relate. It is a letter written as a gripe to the m-urance company, and reads as follows; "Gentlemen: The soullessncss of corporations such as yours i* .astounding. Let me review my case, f carry an accident policy DX ft/SrL3 in your company, by the terms of which you agreed to pay me $25.00 a week during such time as I was pre sented tram working because of an acci dent. "A week ago I was inspecting a new apartment house that is being built for me . 1 climbed the stairs, or rather the ladder, now located where the stairs wilt be when the house is finished, and on the top floor I located a pile of bricks which were not needed there. Feeling industrious I de rided to remove the bricks. In the eleva tor shaft was a rope and pulley and on one end of (he rope was a barrel. 1 pulled the barrel up to the top and fastened the rope firmly to the bottom of the shaft. Then l climbed the ladder again, and filled the barrel with brides. ''Down the Ladder I want again-five stories, mind >ou--and untied the rope to let the barret down. The barrel was heavier than I, and before I had time to study the proposition ! was going up the shaft with my speed increasing every* second. T thought of letting go of the rope, but before I had decided to do so, I was so high up that it seemed more dan gerous to let go than to hang on. So, I held on. "Half way up the elevator shaft I met the barrel of bricks coming down. The encounter was brief but spirited. 1 got the worst of it and continued oa my way upward toward the roof. I strode the roof at the same time that the barrel struck the cellar. The shock knocked the breHtb out of me and the bottom out of the barrel. I was heavier than the onpty barrel, and I started down the shaft while the barret started up. We met in the middle of our journey and the barrel pounded my solar plexus, barked my shuts, bruised my body, and skinned my face. "When we became disentangled, I re sumed my journey downward, and the barrel went higher. When I hit the bot tom, I Stopped so suddenly l lost my re markable presence of mind and, let go of the rope. This released the barrel which bad reached the top of the shaft, and it fell five stories landing sqtiarciy on top o( me. "Consider the beartlessness of your company. I sustained five separate and distinct accidents within one minute. One, 53 /V.V Sationai Safety Congress on my journey up the shaft; two. whoa ! struck the roof; three, when I met the empty barrel; four, when I struck the bottom; five, when the barret struck me. Now, your agent states that it was only one accident, not five, and instead of re caving $125.00. I am only entitled to one accident settlement at the rate of $25-00." SOME ACCIDENT FACTS To me. while the story is comical at first, it also points out several things from a *aiety standpoint. 1. How quickly accidents cut happen. (d) He must stand partial medical ex penses even though covered by in surance. From the company's point of view: (a) A safe worker is an alert worker. (b) Employee's attitude to tbe company is better when they know the com pany U concerned with their fam ily's welfare. (c) It is costly to replace a trained man while be is temporarily or perma nently disabled. 2. How a chain reaction of events can coa>e sheet before you have had time to reason out or evaluate the situation. 3. Accidents may be caused by someooe doing something he should not have been doing. Next we like to discuss our safety com mittee, its functions and the authority of the committee members. We also explain that be should not take offense if someooe points oat his unsafe practices, but to accept these suggestions as a penoeal favor to himself and Ms faaaffy. 4. The logic of some people concerning an accident after it has happened. Certainly, we all realise a company can not suddenly decide that all of their em ployees will work safely and make their wishes come true. It requires a good safety educational program to develop good team work between management, supervisors, and employees. A positive attitude by all con cerned toward working safely is very desir able. MUST STRESS SAFETY This safety consciousness can be greatly stressed if management and supervisors practice safety themselves; remind others of safety practices while they work, give credit where credit is doe; and always be wilting to supply and maintain any safety equipment needed. At our Kanos City plant, we like to introduce new employees to our plant safety program by letting them know how proud we are of our safety record at the plant, and explaining some of the reasons for safetv. For instance: From the employee's point of view, if he is injured: (a) He must suffer. (b) He stands a chance to tose his life or tirob. (c) He and his family may have finan cial hardships due to partial or per manent loss of pay. SAFETY COMMITTEE'S DUTIES To me it is gratifying to overhear an nu r not--(mod a fellow employee whea be secs something he considers unsafe. Tounworfc such as this is desirable sad necessary to help maintain interest and alertness toward plant safety at all times. Our safety committee meets monthly. It is composed of management, all of the super visors. and at least one man from each division of tbe plant. We try to select key men from each group who rotate each year. Eventually, we hope to have every employee serve on the committee at least ooe year or more. SAFETY MEETING AGENDA A typical safety meeting program is as follows: --Since our plant safety comc-t uk:ding is comparable in interest to a football or baseball score, we discuss it first. --Then we discuss safety posters and any other safety material presented _ by the members. --Members make mechanical and oonmechanicai recommendations which are ooted in our minutes of the meet ing. These recommendations are all logical and well planned and we al ways try to have there completed by 34 Food, Meet Packing & Leather industries. Trades and Services the next meeting. Thus, the individ ual feels it is worthwhile to watch for things that need attention. --Selection is made by tbe committee of the "Safety Man of the Month.** The men are divided into groups that are exposed to risks. Each month we pick a different group, and from that group is chosen the most outstanding, safety-minded individual according to his attitude, past record, etc. This employee receives a $5.00 award, and his name goes on our "Safety Man of the Month** board. Also, a nice letter is sent to his fam ily to tell them of the honors be stowed on him. Our meetings are generally closed with a film on safety, or a talk concerning indus trial or home safety.^. REMARKS OF HENRY NUTI foreman. Mars. Inc., Chicago The successful training of employees for job safety depends on many things. Pri marily it is necessary that the fundamental principle* of a safety program be backed by the owners and executives of tbe com pany. Their sincerity is demonstrated by the employment of a safety director, the installation of a medical department com plete with doctor, registered nurses, and full equipment for handling minor accidents, la many other ways they must set the example by safe practices. When a new employee is placed hi the hands of tbe foreman he has already re ceived some general instructions on safety. From that point, after tbe preliminary intro duction. we try to find out what qualifica tions the enptojet has for the task to be undertaken. To tbe best of our ability we try to determine if the anployec is suited physically and temperamentally for tbe work. Although h U difficult to determine much from tbe wkaX imervkw it does sometimes -ave us from uunutlagfy exposing a work man to hazards which may aggravate a pre existing rnwAA- or place him at work which be be expected to perform efficiently. For example, we have job* on our roll wrappers which require a rather tall girl because she most reach up and guide pieces into the wrapper. Five feet, four inches is a (ninimmn. To pot anyone shorter on the job would require supplying her with a plat form to stand oc. This would aggravate a pre-existing condition by putting her in a job which she cannot perform efficiently. If we fed the employees qualify then we in struct them in tbe safe methods of a spe cific task. From there on he is watched frequently until be Has demonstrated his aptitude for the work and has formed safe and efficient habits. Older employees also must be re minded of safe performance because they often form unsafe habits without realizing it FOLLOW-UP INSTRUCTION . Any instance of noo-eomptiance with safety regulation and practice is dealt with firmly and positively just as it would be with poor workmanship. Here is where we foremen sometimes fail. In the interests of expediency* and continuity of live perform ance we are perforce to look toward the calmg while the unsafe act is being per formed. We excuse ourselves by saying we will take care of it when the right time comes. This is tantamount to approving the action and the employee feels assured that it U al right until he is hurt; then he condemns you for not slopping him. Since it is physically impossible for any foreman to be in enough places at the right time to verify safe conditions and behavior, each employee is required to verify the proper condition of his workplace and equipment He is also required to keep equipment and workplace in first class con dition. Obviously thl* is necessary in a food plant for more reasons than one. Here of course he is supplemented by an adequate maintenance force. Every accident, no matter how minor must be reported to the medical department 35 19$7 National Safety Congress ior Attention. The report is turned back to the foreman who investigates and corrects the cause to prevent recurrence; Sometimes it is difficult to get quick response to some necessary action to remove or guard a hazard. If this occurs,,the foreman's responsi bility does not end by merely requestiomng. He cannot be relieved until the correction has been made. Moreover the cooperation of the employee* is discouraged when cor rection is delayed EDUCATING EMPLOYEES To assist us to determine the effectiveness of our program we receive monthly, semi annually and annual reports from the safety department as to the number and types of accidents that occur in ours and other de partments. This information assists us by focusing attention and corrective action upon the more urgent situations. Long operating periods without lost time injuries are recognized by publication on a bulletin board. So is the injury which stopped the period. So ooe person or smalt group of personcan cany on safety work alone. All em. ployee* must feci they are essential part ners in the program. To accomplish this n is accessary to create a guard in each em ployee 5o he will habitually think and look before acting. Only through sustained edu cation cut this guard be created and main tained. Ours is a never ending task because each accident is evidence of failure and therefore a signal for prompt remedial ac tion. Persistent supervising, patient but firm and positive handling in cases of non-com pliance with safety regulation, instilling a feeling of partnership m the employees be cause the job is too big to do alone and most important, sustained education to make it a habit to think and look before acting are our complete responsibility. This is our part in hailing the widespread human misery and economic waste that follow accident*. REMARKS OF GEORGE E. SHUMAN assistant plant superintendent, Libby, McNeill A Libby, Janesville, Wis. Being in the seasonal canning industry, I often train a great number of seasonal em ployees in a short time. In addition, I con tinuously train new employees at a rapid rate because oi the high turnover of labor. To do the job adequately, it takes the com bined effort of all departments and ail super visory personnel. In order to do this, we must approach safety training from many directions. I start this training when the employee first reports to work. Even before he reports on the job the personnel office spends from 20 to JO minutes with the employee, explaining how the edrepany feels about safety - and what it is attempting to do. Second, the employee gets another reminder of safety precautions und has explained to him the particular wriety precautions and hazards of his job. Thi* training is not adequate, however. and we go to even greater extents to keep every onployee constantly aware of safety. Once each week, during brief pauses in pro duction. my foremen and supervisors take the employees aside in small groups and re mind them of safety. During this time, they ask for suggestions on improvements that could be made or criticism on our present safety precautions. Each week. I hold a meeting of the safetv committec to discuss these suggestions and recommendations. Several employees from different departments and different jobs at tend and participate in the discussions. In this way. I obtain a different point of view which often brings up things that I had overlooked completely myself. Finally. I conduct a continual safety camtaign with posters, contests, and awards to keep safety foremost in the mind of all.^ Meat Packing, Tanning and Leather Products Section WHATS MY UNE IN SAfETY REMARKS OF A NURSE by- MKN1CE MeDERMOTT. It, M.* t. Miller & Sons co,, Long Island Cty, N. y. The working basis of an accident preven tion program includes: a. A statement of policy by top man agement which emphasizes the im months. They are replaced by other mem bers from the same groups (hereby rotating active participation. Before the safety meeting, the inspection portance of safety- and assures en team submits a report of its findings which thusiastic support of all responsible includes the action taken from recommenda tor reducing accidents and occupa tions made at the preceding safety meeting. tional illness. b. Safety education of all supervisors and workers. Additional reports, by specifically designated persons, are submitted for discussion and prevention control. c. The discovery of all hazards by point of operation guarding. SELECTION. PLACEMENT AND TRAINING t Physical safeguards for all hazards Weekly conferences of supervisors are discovered by regular inspection and conducted by the plant superintendent. Dur reports. ing these meetings accident control is con- First aid facilities to minimize the cidered from a viewpoint of cause and effect. severity of the accidents: The discussion material is provided in a f. Assignment of responsibility for summarized report of all injuries which safety to line orzanstatioa with the co-ordinating leadership specifically designate*! g. Assembly of data for control pur- Pam. occurred. The selection and placement of employees is made by the personnel department. The experience and special skill of the applicant are the determining factors. Applicants are CONTROL OF SAFE WORKING CONDITIONS A monthly inspection of the plant is made by a team composed of: the maintenance superintendent, a personnel representative, the department chairmen (usually *wo), a nurse and the foreman of the department. The monthly safety meeting includes the inspecting team plus a plant superintendent who conducts and moderates, employee rep resentatives, one from each deportment, chairmen, from each department, foremen, (usually four), and an insurance representa referred through agencies, however, seme new employees are obtained through classi fied advertisement. There is no question of the importance of pre-employment evaluation from a medical viewpoint. However, because of a union tituation, there is no pre-placement program. The training of all new employees is assigned to the supervisor of the respective department. The trainee learns first by ob servation with gradual participation in the immediate area of operation. The training tive. Employees, chairmen and foremen who attend the safety meetings serve for three -Bernice McDermott ooabU ancn4 the Coeera*. This suaujcnpt was submitted pnmoaiir for u*e is the trsauctiofts. /VJ7 Xationai Safety Congress *>t the new employee may be delegated, by the supervisor, to aa experienced, reliable and well skilled member of his department. Evaluation of the trainee's performance is made by the supervisor exclusively. She gives instructions in using protective facilities when issuing then and recognize inadequate clothing a* related to seasonal demands, continued itasxSsg or type of operation. Of coarse, her main duty U In promoting safety and maintaining in administering tint aid and instructing m terest the following practices are exercised: hygienic practices relating to health in safety committee meetings are held, safety general. inspection teams are organized with workers participating, and training courses for all CARE OF INJURED AND HEALTH PROGRAM supervisors including the nurse. Awards With no plant physician, the care of the are given to individuals for ideas and im injured in all emergencies, becomes the re proved methods of operation, and safety sponsibility of the mine. A* a guide m literature is eidosed in pay envelope. carrying out roatine* and procedures, she Messages mi safety are included in the monthly communication to individuals by top management. Posters dealing with safety, bulletin board reminders and health literature promote safety awareness. Talks by the nurse to supervisors and employee group* and day by day instruction, by the nurse, when earing for individual injuries or illnesses make employees more safety is governed by the well known "standing orders." These orders dearly outline her limitations when administering first aid In either occupational or ooo-oceupatiooal emer gencies. The physician who has written and signed the prescribed procedures has bees approved by' top management. Occupational emergencies which arise and their treatment are: conscious. 1. Minor injuries receive first aid and PERSONAL PROTECTION follow-up care by the nurse By Management: 2. More severe injuries receive first aid only and are referred to a physician, Protective equipment is available for gen eral need with allowances for special re quirement*. e-g. refracted lens where gog gles are essential. Management also installs the injured person having `free choice.' In the event of an eye injury, the patient Is referred directly to the care of aa ophthalmologist. safe machinery and equipment and provides first aid facilities. By Supervisees: The supervisors conduct fruitful training with observation of new employees, and then give objective evaluations of their adapta bility, judgment and performance. Correc tion and preveitioa of physical hazards in their respective departments are their re sponsibility. They also supervise tight and noise coatrol and recognize any change* in the continuity of production. They detect unsafe practices, eg. repairing of machines by operators. 3. Injuries of apparent extreme severity, or where doubt exists, are attended at the site of (he accident The attending physician then assumes the responsi bility for follow-up medical care. The line of distinction between minor and severe injuries depends upon t) the extent of the injury 2) part of body Involved 3) the general condition of the injured and 4) the history of the accident. However, the required information on the cause of the accident sometime* involves painstaJdag in vestigation which in delaying is inadvisable. Contributing factors may escape attrition. By nurse: Early detection of sensitivity to materials required m operation is a most important responsibility of the company nurse, la addition, early detection of fatigue factors, e.g off balance at work position and spotting failure to employ protective equipment are her duties. Two purposes of early investigation are to determine compensation benefits of the injured person and aid as a guide to preven tive effort The nurse has a responsibility to obtain the cause of injury for the victim, and for preventing recurrence. All occupational injuries or illnesses that require medical care are reported to the Workmen's Compensation Beard, Depart Food, Meet Packing & Leather industries. Trades and Services ment of labor. Standard accepted forms are used and reports are submitted at the earliest possible date after the injury. The report includes aay loss of time from the injury. The mrse is responsible for ail such reports. Employees who lose time because of injury, resume work when authorized by their attending physician. When treatment has terminated, the doctor so indicates on hi* final report, and also reports factors of The extent of medical equipment is dic tated by the program in practice All medi cal supplies are ordered by the nurse with the approval of the general plant manager. One of the greatest responsibilities of the industrial nurse is records and reports. The <!aily tog is a day by day record of all per sons advised or treated by the nurse, and serves as a working basis for all reports and analysis. disability, such as scars or partial impair ment. Our health program is limited and infor mal being conducted and guided by the nurse The primary essential in assisting individuals with their problems is the nurse's ihifity to gain confidence in her advice and recommendations. Encouragement and un derstanding by the nurse develops a sense of security and feeling of being welcomed, plus the reaction that no problem is "too *tnir for discussion. Through voluntary consultations the nurse Herdopt aa awareness of varied health problems, such as dietary deficiencies, weight control, adequate and proper clothing, fatigue factors, emotional disturbances, detecting irritability, economical problems and per ACCIDENT RETORTS AND ANALYSIS The personal record card is maintained by the nurse confidentially. These records ire beneficial in accident control from repe titive standpoint Report* mbmitted by the nurse include: 1, Monthly dispensary report, clarifying rare of all injuries as differentiated from non-injuries, each designated under a heading, e-g. abrasion; head, aches. 2. Monthly accident summary, giving all essential details of injury; cause, tost time, return to work. 2. Day to day report on accidents, show ing cause, result and disposition of medical care; recommendations; tost sonal hygiene. time. AIDS FOR THE NURSE Making use of numerous community serv ices, with which the nurse keeps in touch, provides her a most beneficial aid. Also, through the co-operatioa of the family physician, and the employee's consent, many specific services are rendered by the nurse "in the plant," such as a series of injections nr daily renewal of a surgical dressing. 4. Reports on illnesses are made to per sonnel. The above reports go to division manage ment and the following to the HOME office: 1. Listing of individual accidents showing tost time. 2. Listing of individual accidents showing no lost time other than time spent receiving medical care. Tn this area, the co-operation and the response of employees is most gratifying. Their interest in health literature and pam phlets is most encouraging and stimulates interest heretofore unchallenged. Exclusion of employees from work, be cause of illness, ts done on the judgment of (he nurse. Disability benefits for non-oecupational illness are provided through group insurance and are facilitated through the personnel department. The nurse reports all known illnesses to this department and benefits are instituted. Employees resuming work after an extended illness do so with written au thorization by the attending physician. 3. Report of each individual who has lost time on how accident occurred, cause of injury including ail contributing factors, e.g. part of machine, nature and extent of injury with diagnosis, classification of disability and super visor's recommendation in preventing recurrence. The purpose of these reports is for analy sis and classification done by the HOME office. They arc considered from the view point of: type of accidents, cause of acci dents, disability resulting from injury, as sembly of data, control purposes, prevention of recurrence, comparison on competitive effort and costs in relation to productions^ REMARKS OF A SAFETY DIRECTOR by JAMES K. RUSSO safety director, Newcastle Div., Allied Kid co., Wilmington, Del. My company has plants in New Hamp-hire. Main, and Delaware employing about 2,000 persons, working about two and onehalf million hours a year. In this talk, I want to discuss two things: 1, How to sell-management on safety. 2. How we maintain interest in safety through a program of education. In selling safety to people you must be sincere; you must be willing to speed some time and devote some effort to it. Hus U true whether you're selling it to an employee in the shop or to top management. However, there's ooe thing I've learned about selling afety to management: the best approach is on the basis of saving money. We chose 20 subjects and set up a court* for a selected group of supervisors ant foremen. The course ran 20 weeks, will one two-hour session a week, for a total ol 40 hours--all on company time Some of the subjects covered were co operation and teamwork, giving orders, good housekeeping, the qualifications of a good supervisor, what the foreman should expect of management, what management should expect of the foreman, how to reduce costs and how to handle grievances. Safety was included for at least 20 minutes in each twohour session. INDIVIDUAL ATTENTION Saving money is a tough thing to do in these days of increasing high coats. When one of our plants last year received a 50 per cent refund amounting to $2$,000i our president looked on it as a windfall. Some of the men who attended have worked for 30 to 40 years with the company and we discovered that it is indeed hard to inch an old dog new tricks. Some of them were quick to say they thought it was a lot Because the president Is pretty far re of baloney. But we made the course in moved from the men is the shop, and be formal and let each man Wow off steam cause such a thing was unusual in our com and talk himself out. We handled each pany, I asked him to write a letter to the employees complimenting them for a job well done, f pointed out the savings that our accident prevention program had made man ax an individual and answered all of his rebuttals. In this way we convinced the men of die value of the course. Each man completing the course was awarded a cer possible and mentioned the highlights of the tificate. program. The president's letter was well received !>y the employees, who had worked two and >me-half million man-hours without a dis abling injury. This letter from the president might not work in your shop, but it was different enough to be effective for us. ' Ve have used all the gimmicks we could About a month later we sent each of the "graduates'* a short questionnaire with about eight or nine questions. We asked them to fill it out and return it without their names. Some of the questions were: Was the course helpful in srif-doriopeuent ? Helpful in your job? Helpful ia handJaig men? find to promote safety. These included visual aids of all kinds, inside speakers, outside speakers, contests, and five-minute talks by foremen. We received 80 per cent returns oo the questionnaire and 65 per cent of those answering said they were helped by the course. We would have beea hippy if only Convinced ih *c the key man in promoting 3D per cent would have agreed that the -atety is the supervisor, we decided to try course helped them. something new last year: a human relations training program. This was new to us and new to the industry. We got the coopera tion of the local board of education, which offered to supply qualified instructors free of charge in a list of 70 subjects. Courses tike this ooe can be provided by universities for fees oi $120-$!50 per em ployee. At this rate, aa owtsidc course would have cost us $4,000 to SSjOQO. But our system, which we are sore wil! pay off. cost us only the employtes* tin * 40 TRADES AND SERVICES SECTION ROUND TABLE DISCUSSION REPORTS FOOD RETAILERS DIVISION ROGER J- BEAR--Chairman safety director, The Kroger co^ Gncinneti, Ohio ` by E. 0. Norman, Stcrtfory THE FOOD RETAILERS DIVISION ROUNOTAIIE Roger ). Bear, chairman, outlined the tart and progress of a safety program. It was indicated that a safety program, like a well kept garden, should be cultivated, weeded, pruned, dusted, and Sowers would be picked and enjoyed by both management and employees. Bear indicated he would be glad to send a Kroger Booklet on request He further noted that he has two safety inspectors who report directly to him. Copies of their report go to divisional vice presidents. These inspectors visit cadi store and ware house about once every eight months. Productivity increased 12 per cent. Safe way uses these gloves in large markets only. One of the major problems encountered is in training meat personnel to remove glove when operating power saw. Cost of gloves, which is considerable, was reported as off set by increased production and reduced number of knife cuts. Some companies permit their store man agers to settle property damage claim* at tore level*. Others wi .uUmtting all claims to the insurance carrier. M. G. jackson reporting for J. VVeingarten. Inc. stated that his office gets a report on alt accidents. Hi* company feels that these reports have a public relations value. Harry Cochran reports that Safeway FALLING MERCHANDISE company has safety promoters in stores appointed by store managers He emphasizes that managers are never relieved of their responsibility for safety in their stores. Some of tiit delegates felt that settlement of minor claims at store level eliminates much costly paper work. The majority of the delegates indicated that there should be Louis Amana reported that Colonial Stores, Inc. has a quarterly report submitted by regions and divisions indicating cause of falls for both employees and customers. a financial limit placed on the managers* authority to make spot settlements. There must be adequate cost control. A new problem, that of mass display in The Food Fair Stores--Miami Division aisles and on end Boats was reported by --has committees composed of top men m various departments. They submit monthly reports which are broken down by causes, in detail. WIRE MESH GLOVES Phil Gray reporting for Stevens company nt Miami, and Cochran speaking for Safe way of Los Angeles, both reported success ful use of left hand gloves in their meat operation. Safeway of Los Angctes first tried it in eight stores. Meat managers and meat cutters were required to use them. delegates. The consensus was *titat (he additional hazards involved more than off set any benefit derived from these displays in the aisle. It was felt that present day sales aisles are only wide enough to permit unobstructed movements of shopping carts, and that any obstructions placed in the aisles tend to crate new* hazards and are often the basis for sales-resistance. It was felt that some of the end displays are too narrow* and too high. Delegates present felt that no end display* should 41 1957 Xationai Safely Congreit be above eye level not only for iafety rea sons; but the best merchandising practice dictates this policy. if. G. Jackson reported that Weingaxtcns of Texas sends a letter to each injured employee's home iiAmediately after the in jury. with copies of this letter going to the tore manager and district manager. Emmett Porter reported that Fisher Food Stores of Cleveland requires all meat cutters to re ceive medial treatment in neighborhood clinics after every laceration. Robert 5. Sorman reports that the ACF-Wrigtcy Stores of Detroit follow substantially the same policy oa meat department injuries. Delegates representing the majority of chains reported that their companies do not make a trip to the doctor mandatory after each employee injury; but leave this deci sion to the store manager. Kroger company requires managers to report every employee injury including those requiring first aid treatment only. Stevens company of Miami which also sells drugs and has a registered pharmacist on duty during business hours has assigned the responsibility to that pharmacist for deciding whether an employee should go to the doctor or receive first aid treatment in the pharmacy. Food Fair of Philadelphia permits the manager to use las ducretion about sending employees to the doctor. The Red Cross now has a 10 boar first aid course available. Many of the companies report tbe use ot liquid antiseptic soap winds has icdnccd infections from minor cuts. Food Fair of Philadelphia and ACF-Wrigkjr of Detroit make use of follow-up forms as a part of investigation of accidental MERCANTILE AND WAREHOUSING DIVISION DISCUSSION J. DONALD PRINCS--CHAIRMAN insurance manager, The Hccht co,, Baltimore. Md. Under the chairmanship of J. Donald Prince, insurance manager. The Heeht com pany. Baltimore. Mil. aa informative and idea-producing discussion was held from 2 to S p-itl, October 21, 1957, in the Morrison Hotel, Chicago, Illinois. The sub jects discussed were uztder the following headings: FALLS CAMPAIGN After some opening remarks welcoming the delegates to the National Safety Con gress, -Prince reviewed the program of The Hecht company for the National Safety CoundJ's Falls Campaign. In the discussion, it was indicated that beneficial results were obtained by using "Falls'* as a theme to call attdtion of the employees to these problems. Ed Kryszak of Montgomery Ward re viewed that company's program and outlined a plan of dose follow-up on all falls reports so that the causes of such accidents were revealed and remedies developed to insure a minimum of problems on this score. 42 Other ideas developed included Bill Smith's (Bowman Deportment store, Harrisburg, Pa.) tise of building floor plans to record accidents with concentration of acridest lo cations plus photos helping to identify prob lem areas. The whole program was also given widespread publicity through store magazines PINPOINT ACCIDENT LOCATIONS It was agreed that concentrated attention to the use of the "Fails Campaign" theme pays off, especially when special emphasis is placed on: a) Better housekeeping and floor mainte nance procedures. b) Physical faculties meeting local build ing code requirements and A.SA. standards: L&, handrails oa stairs. e) Accident investigation. The key problem areas discussed were those of stairs, with their attendant hazards and possible solutions of safety problems. Meat Fackia, & Leather Injuries. TraJeemd Seraiee, and safety controls for areas which have particular problems of their own. Mr. Paul Colson, Liberty Mutual Insur ance company, outlined the development and use of a new "slip tester" which may prove to be a useful device in loss prevention and of this type of pallet as against its pur ported advantages. (1) The tests were limited ha scope and do not reflect the great variety of storage ooadftkxtt that might be found in general storage ware houses. defense of negligence suits. <21 la many giWances H is essential ESCALATORS A discussion of the safety ptuMcras in volved tn store escalators and motet-stairs was supplemented by comments ox a repre sentative of a leading elevator and escalator manufacturer. Participants in this confer- SKC. t. Reported on how to introduce the public to the proper use of escalator* through opes bouse activities, special newspaper publicity, iiistrxunral signs, attendants during peak periods, sad training of sales perseesef adjacent to escalators. Z, Reported new developments m esca lator safety through tocefcantal im provements and use of various emer gency stop devices and macro-awfedw*. i. Discussed individual cue pmMi.nn to retail stores with special comments by Hanrcy Siegel of Macy's aaf Paul Colson of Liberty Mutual. MATERIALS HASOU.XG A\I WAREHOUSING Ibis discussion was led jointly by A. M. Lownsbury, vice-president. Edgar's Ware houses, Inc, Detroit, Michigan, and A, D. Walters, secretary, American Warehoose- men's Association-Merchandise Division. that air circulation be allowed throogb and around stored goods. This is an absolute necessity in refrigerated storage. IJ) A sprinktered building was used in conducting the tests. There is no indicatioo as to the results in unsprioklercd buddings equipped with Aero Detection Alarm Systems con nected with a central office. In such buildings the "fire-stopped" pallet might hinder fire fighting by stop ping the Sow of water front fire hose attempting to reach the source oi combustion. (4) la may instances the height of goods stored on pallets varies so that pallets in adjacent stacks would not line up, thus providing the "fire-stopped" effect without any change in existing practice. (5) Fire-Hopping allows only one en try. which is a serious diadvan tage from an operating viewpoint. This is particularly true when us ing pallet jades, since often the forks of this equipment of ueetts"y protrude. Similar problems would be encountered in the pres ent widespread use of four-way pallets, which can not be fire-stopped FAVORS "FtRtSTOFKir PALLETS Particular attention was given to a re cent article entitled "Palletized Storage Fire Problems" by M. H. Nidcenon, assistant director. Factory Mutual Laboratories, that in any way. (6) The "fire-stopped" pallet would be much morecostly and involve higher (7) The "fire-stopped" pallet studies appeared in the National Fire Protection Association Quarterly for July, 1957. This article advocated the use of "fire-stopped" pallets, stressing purported advantages in fire safety that could be achieved through the use of this type pallet. The "fire-stopped'' pallet is one in which a wooden pellet is modified by closing one * end of the stringers to minimize air circula tion. The ensuing discussion developed a ------j--lj- nf oroblems in the use over-emphasire tbe degree of fire hazard in palletized storage, par ticularly when the same reasoning that characterized die Factory Mu tual study is applied to the thou sands of rack and open-shift stor age installation! throughout the country. In general, it was agreed that the whole 1--i.i_ a most careful and seri- l9iT National Safety Centres* ous study before any recommendations could be unde regarding the dficify of the *ue*d "fire-stopped" pallet. FORMS Mr. Walters discussed a warehouse safety inspection farm tltat bad been developed as cooperation with the safety committee o! the Americat) Warehousemen's AssociationMerchandise division and the Trades and Services section of National Safety Coun cil. This form is unusual in that it is divided into separate check lists for those factors that require monthly inspection, semi-annual inspection, and annual inspec tion. DUTIES OF THE SECTION manager OR SUPERVISOR: 1< Instruct your CO-workers b the mssaitr (or promptly tallin, mbtla enm of a customer acodcm. Call the store nurse to the scene of the accident Do not ask the customer if she wants medical attention. You may have a co-worker telephone for you. 3. Assist the customer until the muse ar rives, and if necessary, assist the cus tomer to the First Aid Room. 4.. Obtain the names addresses of ooe or two customers who witnessed accident. It has found considerable acceptance in the publfe merchandise warehousing indus try-, particularly where the warehouseman must conduct his own safety program, since 3. Have at least two employees observe the xeme of the accident, and have them fill out the employee section of the Report of Accident. it prorides a practical and useful guide for the warehouse superintendent. Copies of the form were distributed to participants in the conference; and are included at the end of this report A Fill in A Report of Accident, making one original and one carbon copy. ?. The section manager or supervisor is responsible for turning in to the nurse, as soon as possible and not later than "SAFETY AND THE RETAIL store closing time of the date of the SUPERVISOR* Cbptes of the retail safety manual were accident, his original and carbon copy oi the Report of Accident distributed for review and comment The National Safety Council will decide upon the proper presentation of this material as DUTIES OF THE STORE NURSE: 1. After treating or attending to the needs a finished booklet with illustrations or cn some other form. of the injured customer, the nurse is to fill out the "Nurse's Report," A carbon REPORTING CUSTOMER ACCIDENTS copy nay be made for file. 2. fn the event of a customer "fall" acci dent, the nurse (or section manager) Copies of the accident report forma and will call the person in charge of mainte *ystem used by The Hecht company were nance and have a Maintenance Report distributed to those present for their infor filled in. mation. (Additional copies are available by writing the Trades and Services Section, National Safer)' Council, 425 N. Michigan, C hicago. III.) (The following is the information.cm the warehouse safety inspection form.) 3. The nurse is to mail to the insurance company the following reports: Original copy of the section manager's Report of Accident Original copy of Nurse's Report Two original copies of the Employees' CUSTOMER ACCIDENT REPORTING Report of Accident (if separate forms) PROCEDURES When a customer is injured in our stores, the following procedure will be observed: DUTIES OF ALL CO-WORKERS: Im mediately calf the section manager or your supervisor. Assist the customer if nets*- Original copy of the Maintenance Re port if a customer ISO accident Is re ported 4. In the event of a severe customer injury, the nurse is lo notify immediately the Public Liability Claims Supervisor of the insurance carrier by telephone, and to send the written reports later. 44 food. Meat Packing & Leather Industries, Traid and Services SOTIFICATION OF THE STORE EXecutives of A CUSTOMER ACCl- DENT: (. Typewritten copies of the Report of Accident only, may be made from the carbon copy of the Section Manager's Report and distributed through store mad. ALL BODILY INJURY CUS TOMER ACCIDENTS MUST BE REPORTED TO INSURANCE CARRIER fvt Sami^taiial Inspection It ia suggested that you make a regular semi-annual inspection with this form as your guide. Note those conditions where items are satisfactory and make special note where corrections Should be made. If con ditions on the check list do not apply to your particular unit, place an "O" in the "Good" column so as to indicate that it does not apply. 1. Fuses exceed wire capacity? 15 amps, ea so. 14 wire, 30 amps, on no. 12 wire? 2. Extension cords heavy rubber covered? 3 Interior of fuse and switch cabinets clean? Doors kept dosed and in good WAREHOUSE CHECK USTS fmt A*m! Vic it is recommended that you include the mllowmg items on a regularly scheduled annual inspection of your warehouse prop erly. Note those conditions where items are satisfactory' and make special note where corrections should be made. If conditions On the check list do act apply to your par ticular unit, place an "O'* in the "Good" column so as to indicate that it does not Apply- 1. "No smoking" signs over doors into sec tions from loading and receiving docks and passenger elevators, and other desig nated smoking areas ? i. All electric circuits conform with Na tional Electrical Code? All connections and insulation in good repair? i. Appliance cords free of defects? Keep resisting cords on heating appliances'? Parts of wet sprinkler system exposed to low temperatures drained during freel ing weather? Returned to service in spring? (Are adequate facilities avail able for fire protection during winter months?) Slock on slatted pit racks more than six feet wide piled openly sq water from sprinklers will reach stock piled below? Sprinkler heads in good repair and frte of paint or corrosion? Sprinkler tanks in good repair? 8. Fire extinguisher for each 5,000 square feet of area? (Non-sprinktered outside warehouse* each 2,500 feet?) 9. Home type extinguisher where open liquid volatiles are used? Id. Calcium chloride fire extinguishers in areas exposed to freezing temperature? 11. Fite hose fret from defects and folded 4. Electrical outlets or heating devices pro in racks? ' vided with pilot lights?1 3. Lighting arrestors on lead-ins from all outside aerials. Grounded? &_ Fire and exit doors in good repair and operating freely? 7. Ceiling high partitions bisect sprinkler lints? St Adequate supply of spare sprinkler heads on hand? 4, Fire extinguishers hung approximately five feet from floor to top at extin guisher? 10. Pressure vessels appeared under local code before installation? Comments; 12. Elevator pits dean ? 13. Rip-saws provided with spreader fas tened securely at rear? Automatic guard in place? 14. SHong-saws encased cm both sides and equipped with limits chain or a positive stop? 15. Band-saw. tend wheels completely en cased and blade enclosed or guarded ex cept portion between guide and table? 56. Gears and friction drives guarded? 17. Friction clutches less than six feet from floor guarded? 18. Sprocket* and chains less than six feet from floor guarded? 45 195? National Safety Congress 19. Power transmission beta, chains and rope* less than right feet from floor, guarded? 20. Vertical and incline shafts less than six feet from floor guarded? 21. Horizontal shafting less than eight feet from floor guarded? 22. Exposed shaft ehds less than six feet from floor cut off at guarded? 23. Projection* on shafting such m key*, bolts, pinions, etc. removed or guarded? 24. Si*n reading "High Voltage'* on all high voltage equipment? 25. Coping, building facing, and outdoor signs in good repair? 26. flutters and down spouting in good re pair? Comments: vided with stops and closed when not ia use? & Paint spray booths conform with stand ards? 9. Exit lights lighted at all tunes? 10. Fire escapes in good repair? U. Ftre"brigade organised? Drilled during past month? Response to drill call satis factory? Stairways 12. Stair treads and nosings in safe condi tion? 13. Handrail provided on one side of en closed stairways under 45 inches wide? Both sides at over 48 inches wide ? Both sides of open stairways? In good repair? 14. Center handrail provided on stairs over dght feet wide? Foe Msrfl^ io^cctiM Floors It is suggested that you make a regular monthly inspection with this form as a guide, Note those conditions where items are satisfactory and make special note where corrections should be madia Jf conditions on the check list do not apply to jour par ticular unit, place an "O" in the "Good" column so as to indicate that it does not apply. 15. Floors level, free of holes, cracks, and other defects? 16. Standard floor materials used and floors properly maintained? 17. Floor or deck loads not in excess of maximum potted capacity? 18. Openings in floors protected with railing or covers? ACCIDENT PREVENTION STANDARDS Pressure AfPUances 1. Gasoline stoves and other equipment with fuel pressure tacks have pressure on Sank released? Miscellaneous 2 Elevator ear top, door guides and guide rails cloned? 19. Structural floor or wall openings not made without review for compliance with local codes? 20. Pipe shafts with platforms at each floor and doors locked ? 21. Certain floor openings equipped with toe boards? 22. All elevated runways and platforms fex cept one deck racks) more than six feet above floor, provided with railing? Jt, Boiler, engine, pump, transformer and switchboard rooms clean and orderly? Metal receptacles provided for oily waste and rags? Receptacles properly covered? 4, Air compressors and adjacent area free of oil and cleaned at least weekly? 5. Elevator machinery free of greasy lint, oil, etc,? Penthouse or machine room clean? 6. Rubbish chutes cleared of materials fre quently? 7, Chute doors in good repair; fused for automatic closing in event of fire; pro Elevators 2X Hand cable control elevator* have cable locks at each flood? 24. All interlocks, electric contacts and latches ta good operating condition? 25* All shaftway gates and doors dose and latch automatically when car leaves land ing or have latches and electric contacts and interlocks? 36, Metal bi-parting doors equipped with pull-strap? Extra straps available? 27,Gates 66 inches high? If lower, wanting chains attached? 46 Fm4. Mnt PorHw & Ltollur Tnitimd Strvica .Open car gates and elevator floor m contact if clearance hcCweat car floor and shaft wall is sob-standard? (through hinged plates if iwecsaaqr) 29. Hinged car top where required? Oosed except when moving tong objects? 30. Gates and doors act Mocked open? * "rm SBd interlocks not J. All safeguards for sat* operatic* of power aad beuag phot in good repair? 2. Electric {seat moaaterf met leer above floor or guarded? 3. Racks for ce8 wroqjmg paper or cord 31, Elevator cars and tofag areas ade quately lighted? 42. Maximum <rapwcsr> po*t4 in each ear? it Current state or oty infaction certifi cates posted in cars? J-k "Safety Rales" jxwr*d in aS freight aod passenger cars? 35. No ooe less than 1* yeses nid (or older if toco! law requires) upeatrs elevators? 36. Only trained tugfujus operating ele vators and only --Im inif persons ride oa freight devalues? (Cass posted to this effect?) ladder* ha** safety ih*i> 55. Hand tods (IsKnen, aiwfau, bars etc) free from hflfuws deforts tuo&h roomed heads, toes* or drioenve bonifies etc) ? 56. Grinding wheels ia safe coacfitiun $7. Compressed air waiver tank dram**! os' oil and water weekly? 58. Safety valve os eomprekted sir task cor rectly set? 59. Cut-off air compressor correctly *et ? Power Idoehbtery 60. Power machinery and power suppjy 37, AM elevator operators trained and pro guarded according to local or state codes: vided with Operator's Cards? 61. Cross cut saws properly guarded? 38. Shear plates as shear hazards? 62. Guards in good condition and used ? Ma 39. Defective elevator equipment reported chinery stopped for repairs? immediately and prompt repairs made? 63. Signs posted and source of power locked 40. Elcvaior cables is safe condition? 41. Emergency release provided? Break glass cover in place? 42. Emergency elevator door keys kept un der break glass? 43. Guards oa car and gate om.ii.ner weights kept in place and in good repair? . off whoa machinery is repaired, adjusted or cleaned? 64. Generator*, motors, switchboards, trans formers, live wires, connections, starting boxes, etc protected if within seven feet of floor? 65. Employees less than 18 years of age not permitted to operate power tractors? 44. Car safeties inspected at least once each month and any necessary repairs made? Entrances and Outside Areas 45. Swinging entrance doors stop swing at four inches post closed position? 46. Sidewalks, vestibules, docks, etc, free of holes, cracks, or other defects? MisctUwuous 66. Logs and safety belts in good repair if outride window washing done? 67. Cootract for window washing by outside coocera or individual approved by man agement or legal deportment in targe organization ? 47. Entrance vestibules safe guarded against 65. (deles. Ice, snow, removed from window- slipperiness during inclement weather? ledges. roofs, eaves, other pacts of build 48. Parking lota free of hazards, and lighted ? Boiler Rooms 49. Pressure gauges and water level column* well lighted? 50. Pressure gauges, water level columns and safety valves m good repair? ing? 69. Only trained electricians make electrical repairs? 70. Hand trades and flat trucks in good re pair? 7|. Piling machines in good repair? 47 f95? Motional Safety Congress Property Damage and Burgfary Prevention Standards 72. Basements, roofs and skylight* leaky? 73. Waste water disposal pomp in good re pair? 74. Sewer check valves in good repair? 75. All windows, doors, skylights. roof fan exhausts or other means of ingress locked at dosing tunc? 74, Windows guarded >1 no* snpen'ifed by watch service and acTeiMe front ground or adjoining roofs? 77, Merchandise stored outside building in open, unprotected area*? Comment*.' HOTEL DIVISION by XOKKr C. NORDHAUSEN--Chairman assistant to the director, Smploy*-EmpJoyee Relations Dept., American Hotel Asm., Hew York City The hotel division round table discussion concerned itself with. "What Can We Do About Public Liability Claims?*' Member* of hotel organizations and insurance com panies participated in this session. Those present questioned some of the methods and procedures used in handling public liability riaitns. Some of the hotel people felt that insurance carriers were settling too many claims under the classification of nuisance claims It was felt that this led to the creation ai ;i claims-minded guest who takes advantage <( the apparent tendency to handle claims on a basis. In reply to this charge the in-urance representative* indicated that the reason for the increase in public liability claims and their treatment as nuisance claims is frequently related to lack of proper in* kcMigarioa and reporting on the part of hotel.*. As a result of these discuuioas the fol* lowing cgncIuFioo* were made: , 1, It is a pre-requisite that the hotel* have a good sound safety program which affects the employee*, and in turn, will reflect ia the employee*' dealings with the guest*. The safety program should have a system whereby periodic investigations are made of the hotel property to ascertain the various existing physical hazards and also the improper safety habit* exhibited t the employees. Immediate proper at tioft should be initiated to correi either physical hazards or unsafe prat tic** of employees. These solution should receive support from top man agement. IMMEDIATE INVESTIGATION 2. Investigation of an accident should b< immediately conducted, determining thi immediate cause of the accident, wit nesses, etc Pictures of accident areas should be obtained if at alt possible. 3. If possible, obtain a signed statement from the guest as to his injury and as to how the accident occurred 4. Supply the aforementioned informa tion to f' c insurance carrier so that they, in turn, will be In a good position to handle and defend the claim on behalf of the hoteL Work closely with the insurance ear lier and discuss the case so as to de cide together on the proper way of handling the case. 4. Keep in mind the cost of handling the case to its conclusion by cither settling it immediately or permitting it to go to a court trial, .All factors must be vmid<rviA THE HOW OF ORGANIZING A SAFETY PROGRAM FOOD RETAILERS DIVISION--SAFETY TO SELL r.hr WMnT POUT** safety engineer. The Fisher Ires. CO., Cleveland, Ohio fn our business, as in all otters, we have a product to seii The measure of our suc re** in the Arid of safety engineering is re corded in the profit and loss cuinmm of the company which cwtpioy* a*. The Fisher Foods CcwfQ of Northern Ohio has maintained an esrriaUe safety re cord during the past five years. Ttns record results from the cooperarias of JjOOO em ployee* in 92 Kona two esrrimso. a bakery and ft* trucking ante. Tbas coopera tion begins in the ofiees si dm Ymiikw. Chairman of the Board sod Bear! of Di rectors. and tenriaUcs in the stock and service areas of the stores. S'o safety policy or safety measure can be ef fective without such large scale cooperation. In order to enlist die gcrscaad of the company in the safety eampristt. the safety engineer must sell his prp&act to every member of the company. He moot convince management and labor that safety is good business, relatively as important to the wel fare of the Fisher organization as selling itself. This; in my opinion, is the moat important function of the safety engineer-- to sett his company oo the idea that time, energy and money spent on safety is welt worth the expenditure. Tn short, safety Is good business. Fire and Accident Lees go into the debit <-otumn of the company's books. Merchan dise. customers and a good location are the stuff from which profit* are made. Fire consume* merchandise, often vacates loca tion with consequent toss of trade. Accident* mean dissatisfied customer*, in surance settlements and altercations at law. Insurance protection covers some of this damage, the rest must be taken from sales profits. A chain like Fishers which operates on a small margin of profit, must increase sales to cover the difference. 'This waste can be trid to the door of carelessness, Fire and accidents don't fust kappmt they ore causedl Safety makes *ense--business sen^e--and it is the job of (lie safety engineer to call attention to thi* cold fact Watch for all the short culs. Wc have them in the food business. THE 8I<3 flftg Fire destroys profit in volume. N'a com pany can afford to take chances with lire. For example, on February 10, 10*0, Tte Fisher Bros. Master Market on Shaker Boulevard in Cleveland. Ohio, was burned to the ground from a fire in a bowling alley underneath. The merchandise stock worth SI00.000 was lost, potential customers for that merchandise were tost, the employees had to be relocated, and finally; Fisher* lost the location. This last loss is a continuing one which does not show w the hooks. Customers who patronized that store now take thrir purchasing dollars elsewhere. Fisher* has not yet (6 years later) re claimed that location or vicinity. A picture of this fire-damaged site is posted in the service area* of 92 Ftsher stores and throughout warehouses as a con stant reminder thaf a little carelessness can burn up stock, store, job, and money. THE SMALL ACCIDENT The fire hazard makes a striking selling point Everyone ts impressed by the buminR building and the consequent loss of business. The small accident ha* not the power to shock and therefore require* more emphasis from the safety engineer. The accident rec ord at Fishers shows that for (936 and 10 per cent of 1957, the accident average was one customer accident per store 'per year. Here is a small but constant loss to the company. One of every three accidents is a fall and two-third* of these are tn the sales aisles. Mrs. Brown drops lettuce leaves, grapes, or beans on the titer. Mr*. Jones slips and 1957 National Safety Congress falls, breaking a hip. She has * grievance against the company, good win is lost and money paid out. disposal. All excess cardboard U transported to a central disposal point "No Smoking" stgns are posted throughout service and re- Careless work habits can cause mishaps. strieted areas. Smoking areas are designated Tommy, the stock boy, is setting op a dis and adequate ashtrays and metal containers play daring customer boars. While wheeling supplied. Bulletins are issued and posted his nxrcharafise up the aisle; he runs over during the holiday and high hazard shopping Mrs. White's lone fier toenail is tom off: seasons. the cvtBpaof pays $750.00 damages. Merely to have fire equipment on hand, Inadequate facilities aid and abet Care(emness. Joe. the carrycot boy, loads a car a poofly lighted parking lot His last of course, is not enough. Unless the per sonnel can operate it effectively, the fire extmguisbers and hose will born with the contact with the easterner U a severe shock. building. Very few people; oe their ow^ will He stares the car door oo her child's hand. This accident cost the company $1,000 in reparation. Vegetable matter on the floor m the tales take the time to learn the proper operation of this equipment It is the dsty of die safety engineer to make sore they take the time. area, baskets and boxes hi the aisle, stacking displays daring customer boors, Icy entrance and exit ways, slippery ramps--these eondi ttoes set the stage for accidents. The store most sd! a tot of hamburger and potatoes to pay for the broken hip. the tom nail, the child's crushed hand. `HiocghCfessness on the part of supervisors and employees cost the company profit and good will. Safety costs only a little tune and effort Acquaintance end know-how with the different types of fire equipment redacts the chance of panic. At Fishers, we liruu the store and warehouse employee* personally. Supervisors, superintendents, managers, as sistant managers, cashiers; salesgirl* stock boys, directed by the safety engineer, fight an imaginary fire in a back alky. If and when the fire crisis docs occur, they will call the fire department, and calmly STEPS TO SAFETT go about saving their store with reasonable The Fisher Bros, company recognizes that safety Is good business. At Fisher* we have two afety committees. One represents the warehouse, office, meat commissary and transportation employees. The other repre sents store and Operations peanoeL Each comnnttce meets regularly once each month, with two joint meetings annually--in May and October. These committees screen com plaints and take measures against the big fire and the small accident Seme of the steps towards safety we have taken are as follows: EQUIPMENT & PERSONNEL: effort until the fire department arrives. This sort of instruction takes time and effort, but the result may well be a store open for business tomorrow. Lack of instruction may well mean a gutted shell today. A LfTTU FORETHOUGHT Acddent prevention mesas attention to details and a cooscicttsaas of maO hoard* Many causes of action can be HimtmtM by focusing attention on safe practice. At Fishers, we are trying to most on such "Inddental*" To avoid vegetable matter fails, we move packaged goods to the out side of display nudes with unpackaged fruits In the field of fire and accident prevention, first aid Jots, and fire extinguisher* have been installed at key points in all sates, stock and service areas. Since many of our stores are located in outlying and rural districts where water and water pressure is often a problon and are protected by volunteer fire-fighting outs, we have installed stand pipe equipment within our service area. Dane-top metal self-closing containers are sappfied for floor sweepings and rubbish and vegetables placed On the inside. The product then can be handled without danger of excessive matter falling to the floor. Scales should be placed near the unpack* aged displays to prevent loose pieces drop ping on the floor during transport Stocking of display shelves should be done after store hours and avoided during btg^ shop ping periods. Then boxes and cartons will not clutter customer-choked aisles and col lisions with stock trucks and cuts avoided. 50 1 | | 1 f-o*d. Me* Paekmg & Leaker industries. Trades and Sendees Parking lots should be we# moincMad, free of holes, well marked and Stfiit and serviced with adequate pi mamas ranps l submit writtBi safety report* of Sipr details to tite general respua sible for store and ainlicw operating*. They process them to the sopemsoc* toper- intendents. and store uiwngtir. When the complaint is abated, it is signed by s0 super visors and returned bo the safety engineer within a 60-day period. This gives maisteo- acce an adequate time to complete stratioral repair* if necessary. Tbcae safety details make the difference; Their observance nates many accident*. A semi-annual 12-page general safety questionnaire is sent to the Swo and ware houses to be filled out within a two-week period by the store managers and warehouse superintendents and returned to the safety engineer txidcr the general superintendent's signature. lUROEH OF RCSPQNSIIIUTy As our record indicate* the supervisors and employees at Fishers hare him very cooperative; Their response to the publicity campaigns conducted by the company, their newspaper, "The Gtampioo." the safety bulletin* signs and pictures posted in the store* end warehouses. Have bees very marked. Once f was shown as ordinary box of paper napkin* charred on one tide. The box was burned in the nock area of a Fishers store by a 60-watt electric fight bulb. The superintendent in charge of that store called me and asked that I took at.it The manager, oo mr arrival, said "Look what nearly happened to me!" He did not wane it to happen to anyone else. He showed me the excessively High stock pile where he had found the box smoldering at 2J0 m the afternoon. Had this occurred at dosing time, tht store would have been a heap of black rubble by morning. We would have had another Shaker Market on our hand* What impressed me was that he accepted dm tardea of responsibility for the safety of hag store and the stores of other* He dti mot shrug off the modest or destroy the box. He was interested enough to contact log superintendent and point ore the hazard of high stacking. That manager U sold on safety aad realizes he has a part to play in ale practice* THE REST OP THE lATTLE We still have a lot of gelling to do. The old ways hang on. H was a struggle to in stall the covered metal trash container* For year* cardboard boxes had bees good enough. So why shouldn't they continue to he? For year* ".Vo Smoking" signs had not been posted or had been utterly ignored. N'ow employees have to change their work ing habit* However, the record shows wt have made progress at Fisher* Cooperation continue* to increase under the stimulus of repetition and reminder* Remember, you can never relax in super vision and, with the continued encourage ment of the company official* we can ap proach our ultimate objective--one hundred per rent observance of safety policy and practice! Safety is as important to the welfare of the company as selling itself. The officials at Fishers have recognized this fact and have cooperated with the safety engineer in selling their employees on safety. Logic demands safe practices. \Vhm peo ple think, they are bound to be safetyminded. The job of the safety engineer is to make them third* to put the facts before them and insist on safety measure* for the protection of stock, store; employe* and company. Fires and aecideats eat up profit and benefit no-one. This is the lesson the safety engineer must sell to every member of his company. Safety is as important as selling and safety must be sold!A, S! HOTEL DIVISION by KOHK' r c. muc safety I training director, H rid DuPont, Wilmington, Dd. Accident prevention is a major task of management "The creation of a safe frack ing shop and the creation of a safety minded* earnest competent organization is our economic and social duty," stated a vice president of the Bethlehem Steel company recently. Walter Carpenter, chairman of the board, briefly expressed this base thuikzng: "We in the da Pont company loaf ago concluded tfiat the safety of employee is of the Kfcatesr interest to management ranking in importance with production, quality of prod uct and costs. We hare fdODd that main tenance of safe optnmc procedure* is our plants is of benefit far bejund any resulting N`ow how do you go about "orjaaiziag** a safety program? Actually, whether we are in a hotel or restaurant, or steel unO. or aircraft factory, the same baste friocipfeL apply. Top management must be absefaety sold on safety. A considerable part of the work of a safety director should be slanted *o tint executives and employees find it to their interest to correct unsafe emotion* and follow safe practices. You should submit evidence regularly to justify the peugram. A safety program is ttnplasented largely through the efforts of foremen and super visors. dollar savings, the human value* involved MANAGEMENTS EESPONSUlUTY being of greater importance to both em ployer and community. Also, the acceptance and practice of fvindanwttai safely prin ciples by management and men, with the reduction of personal injuries to a minimum, injects an element of team play which does much to foster a spirit of friendly coopera tion throughout our company/* The successful application of a safety or accident prevention program is dependent on the following principles: 1. All presonal rn/urie* can be pre vented. Therefore, it is essential that foremen find themselves in a position where their full cooperation wilt redound to their credit. They must see that safety measures will increase ail-round efficiency rather than in crease the cost and drag the production. They need to have safety continually brought to thrir attmtioa and routines set up so that their part of the program wilt be a normal regular operation. Yrcaidcsus of some major corporation* have found a good safety performance use ful public relations material. We are con 2. Management, which includes all levels through the foreman, has the responsibility to prevent personal In juries. X It is reasonably possible to safe guard aU operating exposures which may result in occupational personal injuries. 4, le tS oecessary to train all employees to work safely and to understand that it is to thetr advantage, a* well as to the hotel's to work safely, and that they are expected to cooperate in doing so. s. It is good business from the stand point of both efficiency and economy io prevent persona) Injuries on the job and off the job. stantly bringing it to the public's attention because our vital on-the-job and off-the-job programs are excellent "quality" advertising. ORGANIZING FOR SAFETY Top management should make clear to various department heads or staff specialists reporting to Mm their areas of responsibility in regard to accident prevaitioo. He should appoint a safety coordinator, director, super visor or whatever tame Is decided to act as his representative. A definite established allocation of tune that is to be spent wholly on accident pfevcidoa is necessary. A separate safety department established as a staff function and reporting directly to top management indicates the nature of Its administrative position, it cuts across de partmental lines and the direct channel to 52 food. Meat Packing & Leather Industries. Trades and Services mp management makes it clear to everyone that the safety program is a rop-priority program with the authority of management behind it Sow what authority should your safety specialist *-ive? Generally speaking, as a <iff funcuon he ha* little of his own and must rely on education and persuasion. The most successful safety directors are "good irilows" who are greeted cheerily or goodhumoredly around the hotel. If one is frequently- engaged in a content or authority. lie is not likely to get the sincere coopera tion he must have. We have only power, including making initial recommendation*. Before equipment i* bought in the Hotel, particularly kitchen equipment, bread sltcers and fat strainers, they ask lor inspection and approval before purchase. Oftentimes, the -rihrr mi)} make modest changes for added safety features. The requisites for a safety director should first be personal characteristic* and then knowledge and experience. You must have: Central Safety--'This meets monthly and is basically a policy nimmittee. The man ager is the chairman, with department head*, the safety supervisor and physician as mem bers. ft periodically review* the accident experience of the separate departments as reported by the safety supervisor. It in vestigates or acts upon reports of investiga tion of serious accidents or unusually haz ardous conditions. It makes safety regulations regarding wearing apparel, smoking, use of machine guards, maintenance, process design and layout of remodeling. It make* expenditures for major items for safety, approves em ployee training program*. It formulates in centive programs and allocates expenditure* tor prizes. The second type of committee w use is one lor inspection. This committee meets monthly on a one-hour inspection tour of the hotel with partial responsibility for correcting unsafe conditions or unsafe prac tices. The committee t* made up of the safety supervisor and with four to .\ people f. .-fbi/i/y to get along trilh people. mating of wage-roll personnel--bellmen, Good human relations are more im maids, cook*, cafeteria. portant than dogmatic theories. This is extremely effective front one 2. Enthusiasm, drive, fersevemnee. The point of morale. In that it shows that man results are so easy to see and so agement is interested in the brain* u well clearly of benefit to all, chat the as the brawn. The error* found are typed safety worker feels his is * humani tarian work. The safety mat* must, however. Have the energy and push to keep continually after things. When he sees something wrong, he may have to give suggestions, write a report for so- ..one, present the ides again in committee, and only eventually win the key people around to his thinking. X Readiness for td.tte and ap proaches. He should be a stimulator. and the committee send* the report directly to the manager with cope* ID all depart ments tor correction. We lave had splendid results. EDUCATION COMMITTEE The third major type of committee is that for education. This committee promote* interest tn and compliance with the safety program and develops a good safety attitude on the part of ail employee*. Oftentimes, the executive or employee who has "poohpoohed" safety becomes a strong hacker SAFETY COMMITTEE STRUCTURE utter being on this committee. ~,We have used this type of committee this year ex Committee* it* often on effective mean* clusively to get die same safety message to of interesting or educating a large number dl of our employees. of people in an activity. They are a good A committee comprised of four super method for securing cooperation, coordina visors from each of the areas or departments tion. and an exchange of ideas among people wefe appointed oa a rotating basis in not otherwise thrown together. Basically, there are three main typos of committee* or function* they may serve on differeu level*. We use a!! three at our hotel with very good results. January. The monthly topics for the year were decided upoo by the central safety supervisor. The topics this year arc gen erally on off-the-job subjects, and include management'* review ami 1957 goal*, n- 5J J9SZ Melionot Safely Congress thc-job hazards, falls-off and housekeeping. Six weeks in advance of the meeting (hue the committee begins work on the topic for a program iaeladtnc script, viml aids, handout* and giveaways. This meeting is conducted by one of the committee menben to all the supervision and the meeting leader* the first Wednesday of caeb month under the chairmanship of the manager and co-chairmanship of the nitty supervisor. This same meeting format or script is then given in each'of the operating areas by the appointed meeting leaders and. in our case, the wage-roll employees, monthly. employment. (I) The foranan the hotel's philosophy of safety, bods off-tbe-jofe as well as on-lhe-job. (2) He also discuss** the importance of promptly repotting all injuries to the supervisor. (3) The sew employee is given specific instructions in the area he will work--area safety rules, fire protective equipment, and a job brraJabrara tor safety. (4) Lastly, constant follow up is taken for reviewing his safety perform ance. participation in the safety program and hi$ knowledge of safety work procedures. Just like a well-built house, wteH-bwb safety program must have a framework, walls and a roof. Too many safety pro The length of these meetings are from 20 to 30 minutes. This type of program of actually using employees to do the instruct ing. has been very rewarding. Some of the instruction has been poor, by instruction or public speaking standards, but we made a lot of converts! ? One other auxiliary committee working partly oa safety, is the suggestion system committee*. This, of course, function* in all operative areas, efficiency and morals I eft hear other hotcLroea complain ol the poor class of help, high turnover, little interest an the job. and indifference of their employees. You might add all this up and cal! it morale. I certainly won't be so presorapeuons as to say that a safety program the Lydia Pinkbaaq moody. Dot a high injury rate has a depressing effort a employee morale. Unsafe hotel conditions, poor htreckccptag and poor su pervision lead to dissatisfaction and poor job performance. Nobody can be proud to work in a place where mistakes are the '/rder of the day and accidents are the usual thing. grams, and that term is often used loosely, begin and end with putting up signs in dark halls or on dirty bulletin trenlt REPORTING PROM DATA One last recommendation on this "bow to" angle is to have a well defined and developed reporting procedure form- I can't recom mend this loo highly. A foreman who ac cepts his full responsibility for safety has some things to learn and some things to do. He must learn work habits; be needs to *ee that every worker gets good safety job instruction: he must have their confidence and be alio needs to investigate every acci dent wfaetlrcr or not personal injury results. By malting all injuries reportable and designing a form which makes the foreman investigate the accident, the effectiveness of yoor program wiS be improved immes* oriMf, Tawf reports should be posted rejotariy and a friendly rivalry among depart ments nahstaiaed, A reporting form should include: I. Type *i edpipmen! involved in acci dent Z Type of oeciieni-~oc the way person wa minted On the other hand, real pride and en thusiasm for the job exist tn hotels and departments which have outstanding safety records. Employee* have a feeling of loyalty lor the company and a sense of security an their jobs. In further developing (his "how" of or ganising a safety program for hotels, might I alio recommend orientation of new em ployees. \Ve do this with a safety booklet remaining general safety rules throughout the hotel. This is covered the first day of $ Unsafe condition of the tool, matemi or machine 4. Unsafe art or unsafe practice of person 5. ffiviwt hirlr of knowledge, disre gard of instructions I might add, however, merely filling in a form should not absolve tfae foranan of his responsibility. The safety supervisor should make sure the accident is well in vestigated, thoroughly investigated, and promptly investigated. ?4 l-'ood. Meat Packing & Leather Industries, Trades and Services There are many, many Points 1 haven't covered, such as publicity, promotion, costs sad fire protection and l Certainly am not sBsdcairing aay of these by leaving them Acadon prevention, like many other changes, has to be sold and we must be good salesmen to close the sale. I suppose our most important job is to show our customer, the employee, his need for safety MERCANTILE AND WAREHOUSING DIVISION by PAUL M. COLSON assistant division manager. Loss Prevention Dept., Liberty Mutual Insurance co.. New York Gty ORGANIZING EFFECTIVE SAFETY PROGRAMS IN DEPARTMENT STORES Many safety programs are like good inmow; they are veil meant but ineffectual. VwMdershir experience with safety comranees in scores indicates a number of va*<sh for tins situation: t Lark of management motivation (understanding of the urgency of vtorc acrideat prevention problems and the importance of safety work m reducing losses). 2. Lack of qualified, authoritative di outlined and on the right t will summarise what these people should accomplish (see table on next page). The numbers refer to the individual box numbers on the diagram accompanying this article. The first and most important ele ment in the entire program is (3) manage ment--support and participation. Lacking this element you might just as well not have a safety program. Don't waste your time unless top mattagonent knows what 'he accident prevention problem amounts to, and gives positive indications of support through effective participation. By management f rection of safety program mean the (6) executive head of the store. 3 Lade of definite program for safety committee to carry out * Failure to assign specific responsi bilities. i. Lack of effective safety communica tion ' Tbe bank department store safety program f wtU outfit* eUmimtes these undesirable features and provides management with an effective safety organisation with an effec tive program. MANAGEMENT AND SAFETY By means of the Flannel board display I nUt oatline first the safety program. Note that I win consider only the problem of the stores that are not jumbo sized and do not bare safety directors. The pressing problem lies kt the targe group of stores having no iuO time safety director. In the center pond 1 win bald the program. On the left I win iadkate who in the store organization should carry out the specific responsibilities STORE SAFETY CHAIRMAN In general he accomplishes the following (5) Sets safety policy -- which Indicates that management expects everyone in the store to cooperate to make the safety pro gram work. He delegates by appointing an executive to act as (6) safety chairman and he prorides support by giving the chairman and his safety committee authority to get things done, by attending occasional meetings, and by periodically reviewing re sults, to determine if executive action is re quired to expedite the work of the safety committee. A safety program without a qualified eo^ ordfaator is a ship without a rudder--it'* aimless and powerless. Who should do the job? An executive--(7) such as an assis tant store manager, comptroller, personnel director, service manager- someone impor tant enough to command respect and atten tion. He need do little detail work; as you shall see. 55 Xaliomjt Safely Contress 1. Mho 4. Executive Head 7. Ass't. Store Jkfgr. Prrvmnrl Dir. Service Mgr. Comptroller IJ. 1'crnjottel Medical financial Service Mgr. Protection If. Engineer Maintenance fKsplay Service Mgr. Receiving Warehouse If. Training Public Relations, 3* Management 4 - Safely Chairman f. Safely Commitirc Slfiiriridf Kuncrtonal H. \ecidem Review CD 11. Method). Correction (2) 2. What *. Policy Delegates Supports t. Initiates Directs Evaluates M. Proper Reporting Tboro Investigation Dnd: Causes Area* Operations Trends 14. Safely Planning Correct; Methods Condition* Inspections It. Educate. Publicize <3> 1*. N'ew Kmpkjvec On The Job Occasional Supervisory Publie Education Hi* frnic job which is (8) to initiate safety activity, direct the proper committee members to carry it out, coordinate their arm-ities ant} evaluate their rendu to as certain bow effective they are and decide if ;id<Jcd or modified activity is required. "More wide" we mean that all operatkn* will be represented so all basic operating hazards will thereby receive attention. The membership of the couanhtcc is de lated by the nature of ha work. A*r safety conunittcr has three major ftmettom: SAffiDr COMMITTEE I, f10) Accident Review--to find acci r.irt of management** function of ddega- dent GMISCft. tion and support !> to appoint a (9) safety 1 (It) Correction of Methods -in- rommitte* to asist the safety chairman by actually carrying out the safety program throughout the store on a day to day basis .it all levels. votverf in accidents. 3, (12) Education & Publicity--to train and stimulate people to work safely. To be effective; the committee must be More wide m its representation (withont hng unwieldy), and it must be functional i e. astigmnem of specific safety activities should be made to members whose normal responsibilities fit them for such work. By Let's examine each of these ftmetioas wore closely and see what is sccompfiihed and who is best qualified to discharge thee safety functions. In doing so, well ootime a program and automatically define member ship!. Each of the three functions mentioned above could be the work of a subcommittee 56 Food. Meat Paekinp & Leather Industries. Trader and Services composed of a number of persona whose normal store functions qualify them for the work involved. These sub-committees should operate each \% a unit but should meet monthly to form rh* store surly committee. or for special events, that safety is specified in the purchase of new operating equipment of all types. 1 Correction of unsafe operating meth ods or conditions that are revealed by the Accident Review committee or through ACCIDENT REVIEW X Periodic scheduled store wide safety Let's consider Accident Review. This group sees to it that*. 1, Proper and effective employee nnd customer accident reporting and in vestigative procedures arc set up and carried out 2. Causes of all accidents are identified as to (a) Area (b) Causes (c) Operations involved, and (d) Frequency trends developing. sorwej* made by committee members, or through, 4 Safety recommendations submitted by insurance carrier engineers. The very nature of these activities neces sitates the fallowing membership (IS) store engineer maintenance, display, work rooms, receiving, warehouse and sendee manage ment. EDUCATION AND HJIUCITY As the result of the efforts of these two subcommittees (10) Accident Review and (11) Methods Correction the work of the It is their function to gather this informa final sub-committee (12) Education is obvi tion, summarize and interpret it and, put it ous to educate employees to avoid the haz into writing and present it <o the chairman ards revealed by the work of those two for use in committee meetings so that spe committees. cific action can be initiated to eliminate the jeddent causes defined. Obviously, the store people most qualified for this job are (13) personnel, medical, financial, protection, and -crrice. The very nature of thi* work brings them into contact with the accident at its incep tion and throughout the duration of the case. The nurse keeps many accident re cords. Store protection frequently is at the Mtne of the accident. The controller's office (a* statistical facilities essential to accident The educational committee does the fol lowing educational work: --(16) New employee safety orienta tion --On the job safety education --Supervisory safety training Customer safety stimulation The wide variety of methods it uses are: t. Safety bulletins or posters 2. Safety messages on P.A. system studies. The integration oi these efforts produces the monthly accident report which tells where, why, and what kinds of acci dents are happening, and. by extension, what .urrectivc action is required. METHODS CORRECTION The next sub-committee to swing into action is the one responsible for (he elimina tion of unsafe methods and condition* as indicated in the report prepared by the Accident Review group. This second group (ll) Methods Correction has as its basic responsibilities the following major activi ties: 1. (14) Safety Planning L c.: seeing ` that safety is built into new stores, plans for promotions or renovations 3. Safety section in employee booklets 4. Store w-idc safety campaigns and contents etc. 5. Sound slide films 6. Floor or departmental meetings Here again the rub-committee member ship is dictated by the nature of the func tions performed. In most stores the follow ing departments ate represented: training, display and public relations. t Each of these units can make a unique contribution to the sum total of safety education and propaganda throughout the store. One aspect of safety activity remains un covered by this safety program outlined, 57 I9S7 National Safety Congress namely, area safety efforts. However this gap is easily dosed in aa effective manner by the individual safety activities of com mittee members ia their own areas of juris diction. They can bold brief scheduled periodic employee safety meetings, provide tor limited area safety inspections and con duct other safety activities as the nature of their accident prevention problems dictate. AREA SArtTY ACTIVITIES Now let's see if tins Organisation aad Program satisfies the fire requiremans mentiooed in ibe beg'imting of my till! # Management antnatioa to suppost safety: The Accident Review committee keeps him infonaed of the costs of arridenrs and of its effect upon fas* merchandising activities; the Methods Correction Cotranrnee sees to it that be knows aboct the serious hazards that exist, and, finally, be too is subjected to the constant safety propaganda pre pared by die Educational Group. Authoritative direction is implicit in the selection of a junior executive to serve as head of the safety committee, where in cooperation with the personnel director and the store engineer and service manager he can wield great safety influence, on a planned basis. A definite program is assured by the creation of the three sub-committees, each charged with an important func tion which lies well within their com petence and the scope of tbtir normal ttore activities. Specific respoosibifitics assigned--this characterizes each of the sub-cornmiitee* outlined for us completely. Effective safety comnwaacaitoo---you can readily see that effective safety communication is fully provided for by the operation of a nb-coiraxattec whose whole function is one of communication with employees at all levels, at all times, and through a great variety of media. OFFICERS OF THE FOOD SECTION NATIONAL SAFETY COUNCIL 1957-58 Central Chairman--STANLEY W, PARSONS, general safety director. Carnation co., Los Angeles, Calif. First Vice-Chairman--I. W. 5HUTT, safety engineer, Jos. E. Seagram & Sons, Inc., New York, N. Y. ieeemd Vice-Chairman--GREGG R. MEYERS, director of safety & security. Blau Brew ing n, Milwaukee, Wis. Veerrim y--NORMAN L. HEUER. safety director, Annheuser-Busdi, Inc., St Louis, Mo. .Vrssktt/r Editors--LESLIE J. QUINKER, director of safety, Schcnlcy Distillers, Inc, LnotmSc. Ky.; L. H. GRETZER, director of safety and preventive maintenance, t'argiS. lac. Mameapolis, Minn. Projimi fdirector--W. F. LEONARD, JR, rice-president. The Southland corp., Dallas, Tex. if-ike fjh Safety Chairman--WILLIAM A. MULVENNA, safety director, C. Schmidt k ><w tar, Philadelphia. Pa. tfembersht? Chairman JAMES H. SNYDER, manager. Safety Plant Protection Dept, Hint A alar Sons, Inc, Peoria, !U. Hrauk threefoe-- PAUL \V, RUSH, XLD, medical director. Com Products Refining co, \r*o. m Tmde Committee: Chairman, J. REDELBERGER, director of safety, Brown- Fuma DteiaBcrs corp, Louisville; Ky.; Vice-Chairman, EARL F. GOMOLL, safety wypnwr. Chntoe Corn Processing co, Clinton, Iowa. I'IimI Bdmiauom Committee: Chairman, R. W. BLUNCK. The Quaker Maid Co, Inc, New York. N. Y.: Vice-Chairman, A. J. DEILE, training director. General Foods co. White Plains. N. Y.; Secretary, JOHN GROFF, safety engineer. American Maize Products co, Roby. Ind. Engineering Committee: Chairman. EDWARD 1. STEINKELLNER, safety director, Jos. Sehlitx Brewing Co, Milwaukee, Wis.; Vice-Chairman, HARRY WEGEHOFT, BUplotTc service supervisor, Anderson, Clayton Co, Foods Div, Jacksonville, III.; decretory, JACK CANTRELL, safety manager. Miller Brewing Co, Milwaukee, Wis. Bakers Division: Chairman, W. C. MAHLSTEDT, safety engineer. Continental Baking Co, Rye, N. t.; Vice-Chairman, EDWARD Z. BANKA, safety engineer. National Biscuit co. New York, N. Y.; Secretary, ARTHUR E. MARVIN, safety director, Long Island City, K. Y. Brewers Division: Chairman, JOSEPH A. MENENDEZ, safety director, Falstaff Brew ing corp, Sl Louis. Ma; Vice-Chairman, THOMAS J. WILKINSON, safety director, P. Ralbmme & Sons, Inc, Newark, N. J.; Secretary, EDWARD J. ZABEL, safety director, (ntenatiooal Breweries, Inc, Iroquois Div, Buffalo, N. Y, Confectioners Division: Chairman, WILLIAM G. SMITH, director of safety. Nestle Co, Inc, Fohon. N. Y.; Vice-Chairman, GLENN W. RICHARDSON, personnel director, Bunte Brea. Chase Candy co, Chicago; 111; 5rcrr/ary, WARREN G. RINDERKNECHT, safety director. Penick & Ford, Ltd., Inc, Cedar Rapids, Iowa. S9 Dairy Products Division: Chairman, VICTOR CL HENDRIES, manager, safety div,, Land 'o Lakes Creameries, Inc, Minneapolis, Minn.; Viee-Chairmm, PERRY R. ELLSWORTH, assistant u> executive director, Milk Industry Foundation, Washington, D, CL; Secretary, ARTHUR S. FOUST, executive Mcntar>--safety. The Bonks co, Houston, Tex. Distillers Division: Chairman, EDWARD BENNETT, Sehcstley Distillers, Inc, Frank* fort, Ky.; Vice-Chairman, JOSEPH J. PRABULOS, safety director. National Dis tillers Products corp, New York. K. Y.; Secretary, G. WADE AMOSt, supervisor. Safety EngineeriAg Dept, Aetna Casualty It Surety co, Louisville, Ky. Food Processors Division: Chairman, VICTOR R, JOHNSON, safety supervisor, Gerber Products ax, Franaet, Mich.; Vice-Chairman, RICHARD CARTWRIGHT, personnel director, Haxton Foods, Inc, OaldSdd, N. Y\; Secretary, ROY E. CAMPBELL, safety engineer, Campbell Soup ra, Chicago. HL * Crain Handling & Processing Division: Chairman, JOHN M. JENSEN, director of safety. Cons Products Refining co, Chicago, III.; Vice-Chairman, J. ft. McCANN, fire preven tion manager, Ralston Purina eo, Sl Louis, Mo.; Secretary, GEORGE L KITCHEN, director of safety, F, H. Peavey & co, Minneapolis. Minn. Industrial Agriculture Division: Chairman. ROBERT P ALDEK *. tstrator. Castle ft Cooke. Ltd, Honolulu. HawriT EN' "'r * e admin- flsrmthr Adiisory Committee: N. E. THIEL, director of safety. Scahest Southern Idairies Div, Charlotte, X, C.: XIXOX de TARXOWSKY, safety engineer. The F. dr if. Schaefer Brewing co, Brooklyn, X. Y.; ROBERT C. LEITXER, supervisor of industrial relations. Libby. McNeill and Libby. Union Stock Yards, Chicago, in; CLIFFORD P. McBRIDE nenemnrt **-*- *.............................................. .. -----------_ ------------- .,wwu %u. ouik v.reoc. _____ tfV.n.w.> n. mai, oirecior of safety ft health. Mara, Inc, Qneagsx I1L; L G. HUTZLEY, senior safety engineer, Campbell Soup co, Camden. X. J.; GEORGE H. STEEL, safety director. Ralston Purina co, St. Louis, Mo.; DEAX M. CLARK, Grain and Elevator Processing Superintendent, Chicago. IIL Staff Representative--RAYMOND C. El-LIS, JR, National Safety Council, Chicago, 111, OFFICERS OF THE MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--CHARLES H. ELSBY, Branch Accident Prevention Mgr, Employers Mutuals of Wausau, Milwaukee, Wis. First 1'ice Chairman--R. W. UNWIN, SR, Reliable Packing Co, Chicago, 111. Second Vice Chairman-DONA1.D S. MacKENZIE. American Meat Institute, Chicago, III. ,Yrwjtettrr editor--HOWARD REBHOLTZ, safety director, Tlie Rath Packing Co, Waterloo, Iowa Assistmst Newsletter Editor---CARL COXKLIX, Wliitthal! Leather Co, Whitehall. Mich. Secretary--A J. DITTMER. office manager, Guimann & Company, Chicago, III. Membership CoMmtllre~HO\YARI) REBKOLZ (Chairman), safety director, Tlie Rath Paddog Co, Waterloo. Iowa; CLARE BROMAX, Eagle-Ottawa Leather Co, Grand Haven. Mich. Engineering Committee---R. IV. UNWIN, SR. (Chairman). Reliable Packing Co, Chicago. IIL; ALEX SPINK, safety director. Kingan Division. Hvgrade, Food Prod ucts Corp, Indianapolis, Ind.; MARTIN CERXETISCH, safety director, John Morrell ft Co, Ottumwa, Iowa; RALPH K. POMROY. A. C Lawrence Leather Co, Peabody, Mass.: PAUL A. PETERSEN, safety engineer, Zurich Insurance Co, Chicago, 111,: MIKE CHOMICKL safety & fire chief. Hunter Packing Co, East St Louts, 111.; HUBERT t_ CLOVER, safety director. International Shoe Co, St. Louis, Mo. Visual Aids Committee--DONALD S. MacKENZIE (Chairman), American Meat Inst, Chicago. IIL: X. R. SHERMAN. Cudahy Bros. Co, Cudahy, Wis.; E. W. SCHULIS. Gen. Supc Office, Swift & Co, U. S. Yards, Chicago, IH.; C. C. CROKER, Wilson & Co, Chicago. IIL; JOHN THURMAN, safety director, Oscar Meyer ft Co, Madison, ills.; ELLIS KLINE, safety director, Stak ft Wetzel, Indianapolis, Ind. Health Committee--DR. fC F. KAPOV, (Chairman), medical director. Armour & Co, Chicago. II!.; DR. JOSEPH H. SCHIFF, Chicago. III. Publicity Committee--GREGORY PIETRASZEK (Chairman), technical editor. National Provisioner, Chicago, IIL; LEIF KROXIX. Tanners' Council of America. New York, N. Y. Program and Advisory Committee--HOWARD REBHOLZ (Chairman), saeftv director. The Rath Packing Co, Waterloo, Iowa; E. D. PEELER, JR, Mgr. Employee Serv ices. General Shoe Corp., Nashville. Term.; ALEX SPINK, director of health ft safety, Kingan Division. Hygrade, Foods Products Corp, Indianapolis, Ind.; A. J. DITTMER. office manager. Gutnunn & Co, Chicago, 111.; JOSEPH POCHOP, safety* director. John Moire! & Co, Sioux Falls, S- D.; R, A HARSCHNEK, safety director. Swift ft Co, U. S. Yards, Chicago, III.; MARTIN CERNETISCH. safety director. John Morrell ft Co, Ottumwa, Jowa. Staff Representative--J. C. KATO, National Safety Council, Chicago II, III. 61 OFFICERS OF THE TRADES AND SERVICES SECTION NATIONAL SAFETY COUNCIL 1957-58 I Genera/ Chairman--ROGER J. BEAR, safety director. The Kroger co.. Cincinnati. Ohio. /'irrt yiee Chairman--CHARLES P. EKGLEft, utuam manager. Loss Prevention dept., Montgomery Ward & co. Chicago. III. SVrrrfarr--MAURICE I, MARTEL, director of safety and fire prevention* Tlie Sherman Hotel, Chicago, III. Membership Chairman--ROBERT B, NORMAN. safety manager. ACF-Wrigley Stores. Inc. Detroit. Mich. Program CAairman--EDWARD KRYSZAK. staff assistant. Loss Prevention dept. Mont gomery Ward A co. Chicago, 111. *.tff-the-Job Safely Chairman--WALTER A. DUDEK, safety and security director. The Conrad Hilton Hotel. Chicago. HI. Trades and Services Nncstetter--Restaurants, Hotels; Co-Editors--MARK DUNLOP, editorial director, National Restaurant -Assn. Chicago. lit.; JOHN I, RUFFLFY. JR., director of research. National Restaurant Assn. Chicago, TIL Banks. Buildings and Offices Division: Chairman--C. F. SCHAR. superintendent of fire and safety. University of Illinois. Physi cal Plant dept. Chicago, HI. Vice-Chairman--JOHN F. JONES, supervisor of safely and training. Commonwealth Edison i co. Chicago, III. food Retailers Division: Chairman--M. G. JACKSON, saiety director. J. W'cingarlen. Inc. Houston. Tex. Vice-Chairman--HARRY H. COCHRAN. JR. tabor relations-safety director, Safeway Stores, Inc. Lot Angeles, Calif. Secretary--ARNOLD R. MELTZER. safety supervisor. Stop Sc Shop, Inc. Boston. Mass. Hotel Division: Chairman--ROBERT C. NORDHAUSEN. personnel director, Albert Pick Hotels, Chi cago. IIL Vice-Chairman--HARRY GUSTAFSON, safety director. The Drake. Chicago, 111. <ecreta*e--ROBERT C PETRIE, divisional trainer. Hotel div. E. I. du Pont de Nemours & co. Inc. Wilmington. DeL Mercantile and il'arekouring Dhision: Chairman--f. DONALD PRINCE, insurance manager. The Heeht co. Baltimore, Md. Vice-Chairman--WALDO COM1NS, safety and fire prevention supervisor. Marshall Field & col, Chicago, ill. iecretarx--ALLEN D. WALTERS, secretary, American Warehousemen's Assn. Chicago. IIL ttd Restaurant Division: Chairman--AL SOMMER, owner-manager, The Sommer Restaurant, Chicago, HI. Pice-Chairman--JOHN HARDING. II, vice-president. Harding Restaurants. Chicago, III. Secretary--HARVEY KLINGEMAN. owner-manager, Indian Traii Tea Room, Wtnnetka, IU. Executive Advisory Committee; Chairman--HARVEY S. SIEGEL, safety supervisor, R. H. Macy co. Inc. New York. N. Y.; KENNETH A. LANE, director, Employer-Employee Relations dept. American Hold Asaa. New York. N. Y.; J. NEIL MOORE, secretary, Greater Chicago Hotel Am., Chicago, IIL; HOWARD C. SEEHAUSEN, executive director, Bowling Pro prietors Assn, of America, Inc. Chicago, IU. Staff Representative--RAYMOND C ELLIS, JR. National Safety Council, Chicago, IU. 63 Other Volumes in Ms Series Users of this volume wilt find much value in its companion volumes. Here is the list: Vol. No. TITLE Stock No. f 1 3 4 5 S 7 I 9 10 11 12 IB 14 15 14 17 15 If 20 21 22 23 24 25 24 27 25 24 30 General St--am ami Detailed lad-- to all Velumat..................... .. 62227--t A*tatton: Auwitteil tad--tries Sectiss 1 Ait Traiupirt Stetian.................... 07737--2 taaic Stopi in Aeeadcni PrarairtiaiT............................. 02227--1 C--aat U Qiiny lifwfaiu.......... ........................................................ 0TI27~U OimwmI lad--triu ............................................. ........................... ...................... . 02127--S GmI MStof latotnr.......................................................................................82t27--t CMrindiM ladaetry aad hblk Evfkymat (Mlicbaployee Stcton)... 02137--7 Brrtrical Fj >! ! ii itry aad Nfctfe Uttttfcs................... ............ 02227-- Farm irfity ... . ... ................ ......................... ......... 022J7__ 4 lertitiim tad--try .. 02127--10 F--d. Ms* P-imy * Utof lad-tnii. Tradesand Smniem......................... 02227--11 Glam ami Cvmm luJiwtoi aad lUtfawltofcy ................................. .... on 77--(j Heme Safety ................... ....................................... l>wn____ n fd--trial tafe'ict Some (Sy red by ASSE) lab-- ................................................................... Haritmu latolrie (Marfee Int'u) Metals fed-try . , ............................... . ... . ................. 02227--14 022.27--IS 02127--14 ort ft--it Metals Pradacts Ud--trie* |AiAii.tr-i aad Matb-a Sbop Sect.-- Pomat Pram aad feyay itrt'w) . * 02127--IS Mfefes lodmbf Mito TnepeiUb-- lad--try (CammereialVehicle Sntu) 02227--14 02227--20 Owapafa'sul HmMi Nsrsfey Sactie*....................... . ..................... ............... 02227--21 Patral--a ladsdry Pi--Nag aad PaUatoi lafetry. .... ................. . ............................... 02227--22 .. .................................... .. ..... 02227--23 Palp #ad Paper lid-try.......................................................................... ,,... ..., 02227--24 Railroad lad--try .... Sdiwl aad Callage Safety......... . ..................... ................ 02227--21 02227--24 Trallfe Safety ........................................................................................ .. .............. . . 02227--27 Transit lad-try ........................................ 02227--22 Weed Pred--is aad Teettte tad-tries.................. . .................. 02227--24 Early Mawiaf Earniim. "Hum Salattone aad M--Maaa|am**f .... 02227--70 157 | jRRENT SAFETY TOPICS Volume 12 GLASS AND CERAMICS, RUBBER INDUSTRIES PRICES OP EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SHE 12 or less page*- 13 to 24 pages-- 25 to 4$ pages-- 49 to 96 pages-- Over 96 pages-- t to 9 copies Each $0.2$ J5 .43 60 A3 10 to 99 copies Each $020 28 J7 30 .75 tOO to 999 copies Each $0.17 25 .33 .45 .70 1000 or more Each $0.17 25 .33 .45 .70 Complete set of Current Safety Topics (30 vola.)--40-50. Stock No. 02117 \I1 pnees shown are subject to a 10 per cent discount to National Safety CotBdl members. Transaction* of the 4StH National Safety Comgresa (October 21-25,1957, Chicago, III.) NATIONAL SANIY COUNCIL 42f NOtTM MICHIGAN AVC. CHICAGO II. IU. 4MDS02 022.27--11 64 NATIONAL. SAFETY COLT 3 425 N. MICHIGAN AVENUE. CHICAGO it' CONTENTS GLASS AND CERAMICS SECTION Inventory of Occupational Accident Prevention Activities ................................................................J. Edwin Goushore 5 Glass Furnace Repairs..................... ................................................ Clinton Ballinger II How To Control Off-lhe-Job Accidents In the Glass and Ceramics Industries (A Symposium) Off-the-Job Accident Control in a * Single Location Company............................................... .. .John Nanfcldt 12 Alcoa's Approach to the Off-the-Job Safety Problem..... W. R. Gilliland 14 Are Off-the-Job Safety Problems Needed in Industry Today?............... ........... .. ................... R. P. Hamilton 16 RUBBER SECTION Report of the Statistics Committee........................................................ .. Ray Hart It Accident--Cause, investigation and Prevention (Round Table Discussion)................... .......... ..................................Ed Turner 20 Heart Disease in Industry................................. ..............W. A. McCausfand, M.D. 23 Radiation Exposure in the Rubber Industry end Control Measures............................................ ... .. .R. A. Manning 25 Off-the-Job Safety (Round Table Discussion)........ . .Earle R. Gardner 27 Cemmunications in Safety (Round Table Discussion)............ ...... T. J. Cain, Jr. 28 | The Human Factors in Safety..........................................................Robert L. Oanc 29 | Officers of the Glass and Ceramics Section............................................ .. Officers of the Rubber Section................................ ......................................... .. 31 < 33 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves---to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thought* barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel I Through science and technology', man U progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards a{ life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various held* of safety. the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to dilTerent phases of aeddent prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any chart* or illustrations used, are available in the National Safety Council hies. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council THE GLASS AND CERAMICS, AND RUBBER SECTIONS This volume is a record of sessions held at the 1957 National Safety Congress hy the Glass and Ceramics section and the Rubber Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which these sections carry oa in behalf of their members, and for the benefit of accident prevention work in these industries generally. These sections give guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of glass and ceramics, and rubber companies. The activities of these sectioos are under the direction of their executive com mittees, the members of which are listed at the dose of this volume. GLASS AMD CERAMICS SECTION INVENTORY OF OCCUPATIONAL ACCIDENT PREVENTION ACTIVITIES by J. EDWIN CROUSHORE staff representative, Netfonel Sefety Council, Chicago, III. One ol the functions of the National Safety Council is to serve as a clearing house for the exchange of information on industrial safety practices and techniques among Coundi members. This Inventory is designed to faalimte tills function. The object of this Inventory is to deter* mine what types of accident ptevmtion tech niques are commonly used among the mem bers of the Glass and Ceramics section. This information is provided for Council mem bers to evaluate their own safety activities by comparing them with safety activities of others in their own field. Experience shows that many managements in the small plant group are interested in learning of safety practices and policies of other plants. The Coundi feels that the ma terial developed will be useful to small plant management in regard to their activities. Because of the different types of accident prevention activities applicable m small and large plants, the information gathered is clas sified as to whether it originates in a small or large plant. Large plants are those with 1,000 or more employees, and small plants are those with less than 1,000 employees. One thousand was chosen as the dividing point because it is approximately the plant size at which there is a tendency towards designating the safety responsibility to a specific individual, and in beginning to *hmfc in terms of a formal safety program and organization. Replies were received from 79 of the 164 questionnaires sent out to the key members and executive committee of the section. By size, the number of plants who returned completed questionnaires is as follows: Un der 1,000 employees, 63 were returned; 1,000 or more employees, IS were returned; one company sent back a questionnaire which represents 36 city area plants. The Council appreciates cooperation shown by the 79 plants who completed and returned their questionnaires, and thereby made this report possible. Due to the limited time, only those sec tions of the Inventory will be covered that are deemed to be of most importance to members of the section. All members will receive the completed report on or about January 1, 195& DECREE OF SUPERVISION Many phases of industry have been criti cized from time to time because of spreading supervision too thin and not maintaining safe work practices. This spread of super vision has been especially prevalent on sec ond and third shifts. However, from all the plants reporting this information for the section, the supervisory load does not appear to be unduly heavy os any other shift*. In this survey the average number employees per supervisor on each shift is as follows: cm the first shift for large plants 20 employees, small plants 15 employees, the average number of employees covered on the second and third shifts are identical with those of the first. It is contended that the supervisor will usually engage in greater safety activity if his employees' accident records are tied into his departmental operation cost. This is be ing done in four of the large plants, and in six of the small plants reporting. Another industrial section in which this inventory is being conducted reports 52 per cent of the large plants and 33 per cent of the small plants provide this safety incentive to their supervisory person. In many operations it U important from the standpoint of safety and efficiency that the workers' experience, aptitude; skills, and their mental and physical makeup be matched 1957 National Safety Congress to requirements of the job. Failure to fire this point the attention it deserves can result in serious work injuries. Many organizations have developed job specification* which are used as a standard for hiring and placing workers according to the requirements of the job to accomplish this matching of the individual to the job. JOt DESCRIPTION AND SPECIFICATION Job descriptions are developed to specify the standard method of the job performance for individual jobs. These are used to guide foremen, supervisors, and workers in carry* ing out their work safely, and in accord* ance with approved standard methods. Many plants recognize the importance of safety as an inherent factor is efficient pro ductioo. and have their safety department re view and check them job specifications and descriptions. This check inawa that the job specification specifies the required character istics of the individuals assigned to the work, and that the job description incorporates safe work methods and necessary safeguards and safety protective equipment for the workers' protection against injury. CONSULTING SAFETY DEPARTMENTS Reports indicate almost three-quarters of the large plants and more than half of the small plants consult the safety department when job requirements are developed. This means that safety considerations are incor porated in job specifications in the majority of the plants reporting. Plants that have the safety department check job requirements give the department an opportunity to rec ommend the use of proper safeguards, clothing, and equipment, as a part of the standard method of performing the job. The safety department can then point out the dangers, toxic, flammable materials, and haz ards peculiar to each particular job, and recommend ways to correct these injury ex posures in accordance with recognized safety practices. The majority of reporting plants in the section realize the importance of written specifications and take advantage of their usefulness. But there still ranains the good portion of the section who does not use writ ten specifications. In many plants the insti tution of these practices may be beyond the control of the safety director, but where 6 this is not true it seemed desirable to con sider them as a standard procedure. Once jobs have bees studied and job speci fications and description written, it is im portant that they are reviewed from time to time. Further revisions or safeguards may be necessary, or new developments may have to be placed ta effect on jobs and operations where they are applicable. Many organizations hire and place new employees without first consulting the em ployees' foreman or supervisor. In such or ganizations the foreman sometimes complains about the quality of his workers. Foremen usually indicate they feet they could make a better selection of personnel if they had an opportunity to pass fiia] judgment before applicants are put to work under their super vision. Complaining foremen ray the workers are not cooperative, that they are difficult to get along' with, that they are not reliable, and that even when instructed properly they still fail to carry out their jobs in the manner desired. Although some of these may be an excuse for the supervisor's own failure to give adequate job instruction, or to follow through with adequate supervision, there is often some justification for such complaint*. Many plants try to elimhtalc this situation by sending job applicants to the foreman for an interview, and leaving final acceptances or rejections in his hands. Where the forerun exercises his prerogative of rejecting the applicant, the latter is often returned to the personnel or employment division for pos sible placement on another job in some other department. A large proportion of both large and small plants do have job applicants interviewed by foremen. This is a good showing for the section as a whole, but there are still many plants who do not take advantage of the foreman interview. APPLICANTS ATTTIUOC Experience shows that work Injuries sometimes result from the worker's not be ing properly machined to the requirements of the job, in terras of fait peramai attri butes. The employee's attitude is perhaps the most important to the personal attributes he brings to his job. Forbkh know that there is a great difference m the way a worker with a constructive attitude accepts Glass and Ceramics, Rubber Industries and follows safety precautions and practices, and the way a person with an indifferent at titude accepts the same precautions and fol lows the same practices. The foreman's interview gives him an op portunity to evaluate the applicant's expe rience, skill, physical qualifications, and espe cially his attitude If a foreman feels that the man would not make a good and safe worker, the foreman can reject the man before he injures himself, decreases produc tion in the department The fact that such a substantial portion of both targe and small plants are following this policy indicates that they find it defi nitely worthwhile. In view of the advantages that can be gained from a safety standpoint, as welt as from a standpoint of production, this is a practice which would seem to rec ommend itself to those plants not presently following it. . When a man is first hired, what he thinks and feels about the work be is doing, his company, his foreman, and the importance of safety in his new job, crystallize into his attitude toward bis work. Since these atti tudes influence hts actions on the job. mi are a basic factor in his cooperati .ad desire to follow the safe work t uures and safety rules, the time to start `tir-? a man on safety is when he is hired. SAFETY INDOCTRINATION Because new employees are especially im pressionable many companies indude a gen eral, but pointed emphasis on safety in their indoctrination of new men. One common means of doing this Is to provide the new employee with the safety rule book at the time he is hired, and inform him that com pliance with the safety rules, and participa tion in plant safety programs is* an impor tant part of his new job. Usually the new employee is told. to read and become fa miliar with the safety rules, and told that the foreman will -review some of the rules with him. If the worker is to wear goggles, safety shoes, and other protective.equipment, he is told shoot it at the indoctrination, and ar rangements are made to draw this equip ment. He is told that the supervisor will give him job instructions, will instruct him in the safe practices and safety precautions he is expected to follow on the job. He learns during indoctrination that his super visor will teach him safety, and will expect him to follow the safety precautoins as a regular part of his day to day work. The fact that only seven out of the 63 reporting plants do not have a safety indoc trination program indicates that this is one phase of our safety program that the seven plants should, if possible, include in their program. As might be expected, the pro portion of plants giving indoctrination singu larly is much greater for small plants than for large ones. HANDLING ORIENTATION Single employee indoctrination in the small plant is usually handled by the man's fore man or supervisor without any other assist ance. A few plants report having the safety division handle single employee indoctrina tions, and others have both the foreman and the safety department handle indoctrinations. Small plants usually give employees thtir indoctrination program at the time of hiring, or during the first day oo the job. In the large plants single employee in doctrination is bandied primarily by the man's foreman or supervisor, and in a few cases by the employment or personnel de partment. Group indoctrination, in the main, is handled by the safety department, the personnel deportment, and in a few instances by specially set up safety training programs for new employees. Where the indoctrination combines single and group instruction, the man's foreman or , supervisor usually is assisted by the safety department, or by the training or personnel department. The targe plants give indoctri nation cither before hire, or within 30 days after the man starts oo his job. In many cases the initial safety indoctrination is fol lowed up at a later time. Follow-up on phase is from one week to six months after hire An example of an indoctrination program is a large plant that gives new employees indoctrination singularly and in groups. Be fore starting work, a group of new emptoyees meets with a member of the safety division, or a district safety coordinator, for basic instructions on safety and other pro cedures. When the new employee reports to work his foreman gives him single indoc trination showing him the particular hazards. 7 1957 National Softly Congress and ways of avoiding these hazards. At the instructions. If the employee is not ade group meeting a copy of the safety practices quately familiar with and currently follow handbook is presented to each employee. The foreman then explains various rides to the employee who can question his foreman as they go along. ing safe work methods and precautions, be will be given further instructions and fol low-up by his supervisor. Such follow-up will disclose any deficiencies in the instruc Some examples of plant safety rule books tion given, or in the employee's afrsotbtioo which are used in indoctrination in some of the instruction. plants have been provided by a number of Urge and snail plant members. Is those cases the booklets are devoted exclusively to safety rules and precautions, but sometimes the book incorporates safety and organiza tional material, personnel policies, and a brief company history. Usually such book lets are issued permanently to new employees Many plants in industry give workers in struction in production procedures, bat no instructions on the hazards inherent in their operations, and the sate work methods and safety precautions for avoiding than. Lack ing this specific knowledge, workers often commit acts which result in severe accidents. who are expected to become fairly familiar USE CHECK LISTS with the safety rules, and to five the per- Poor job instruction, in many cases, has some! department a written statement that been traced directly to the instructor's fail they have done so. Daring the indoctrina ing to organize all the important points of tion attention is called to the booklet's im the job ctearty in his mind before giving the portance. and its principal provisions are instruction. Consequently, the instructor reviewed orally with the new employee. overlooks certain safety features or other Failure to carry out job instruction and important points about the job. When this good supervisory follow-up has been a caus happens the employee being instructed fails ative factor in innumerable work injuries. to learn all the safe work methods aod other Workers who are not well trained are apt to safety precautions needed for his job. Train make mistakes or fall to follow' correct ing specialists the importance of safe practices, with the result that accidents a checklist of safety items to be covered, or occur. Good job safety instruction will point the use of a job instruction breakdown out to the worker what his specific job haz which incorporates all the safety features ards arc, and show him safe work practices and precautions to be observed in connection that will help turn avoid these hazards. with the job. In the litter case the safety instruction is an integral port of the regular JO* INSTRUCTION. TRAINING job instruction. Job safety instruction is usually most effective when given to the employee on the job by his foreman, or by the supervisor who gives him his work assignments. The supervisor can evaluate the employee's atti tude toward his job, his aptitude to absorb instruction correctly, and the extent to which he is familiar with the correct method of job performance who the instruction is Before job breakdown for instruction pur poses is prepared, the job must first be re viewed and instructions listed according to safe procedure and standard work methods. The safe work method and safety precau tions must be determined and these points entered into the breakdown. The result Is a written breakdown which incorporates all the safe work methods and precautions completed. Since the supervisor is the one which the worker should understand in order who "give* him his vork assignments, the supervisor's knowledge of the employee's job competence and know-how assists him in exercising good judgment in giving work assignments to the new employee. to avoid injury in performance of his job. The breakdown provides the supervisor with a standard method of safe job perform ance. When this breakdown is followed each time a man is instructed la performance of A good method of job safety instruction is for the foreman to give individual instruc tion to new employees, and then have the personnel or safety department follow-up to his job, it insures that all men are uniformly instructed in the one best safe method of job performance- It also insures that the supervisor does not overlook any of the check oa the extent to which the new em safety features of the job at the time of ployee has absorbed the safety aspects of his instruction. 8 Glass and Ceramics, Rubber Industries The Inventory shows that the precautions of preparing job breakdown or lists the safety items to be covered during job in struction arc ignored by a majority of the pitots in the section. It seems apparent that this point deserves consideration from a number of plants in this section to make their job safety instruction more effective. The usual practice in general industry is for the supervisor who actually gives job safety instruction to make his own break down an the jobs involved, and to use these as a reminder of the various points to be covered what he gives instruction. To be sore that the breakdowns, or list of safety items which should be covered are complete and effective, it is a good practice to review them with a representative of the safety department. Although many supervisors are qualified to do a good job in this respect, with tbe assistance of the safety department they can do an even better job. ` Tbe fact that slightly less than 50 per cent of all plants have the safety department check instruction breakdowns and safety checklists indicates that this checking is an important part of preparing job breakdowns^ Any plants who adopt this policy in the fu rore should adopt both parts of the procedure for maximum effectiveness. TRAINING SUPERVISORS' The method of presentation is as impor tant in job safety instruction as are job breakdowns or checklists. An effective in struction technique, such as the "J.I.T." for method of presentation should be used when firing instructions. The instructors should be taught a special technique that is easily understood and effective for the type of instruction they are to give. One small plant indicates the use of out side help. It states that it scads its super visors to a university extension course train ing. The large plants rely mainly on in-plant training, conducted by a training department, personnel department, or the safety depart ment. More important than who conducts the training is that tbe person doing it is well qualified to give the plant instructors a prac tical, useable knowledge of an effective in struction technique that can be applied to job instruction training. Fifteen small plants and four large plants imply, or state definitely that instruction in job hazards and safe work practices is not adequately emphasized. In practically all of these plants all supervisors are not given special training in job safety instruction methods, nor are job breakdowns or check lists of safety items to be covered prepared. Since good job safety instruction is an Important factor in preventing work injuries it would appear that this Is an area in which these 19 plants can make an important im provement, and add emphasis to their acci dent prevention efforts. RRE EQUIPMENT AND TRAINING The fact that 78 per cent of the small and 95 per cent of tbe large plants reporting recognize the importance of haring a well- organized fire prevention program, is very encouraging. Fire in the plant concern* everyone since it affects not only production but job security and steady income; Among plants reporting, the method of training was almost identical, except that scheduled training periods vary from regu larly scheduled meetings to periodic or as needed. Training in the larger plants is assigned almost exclusively to cither the safety director or plant fire chief, augmented with assistance from the dty fire chief or college extension service instructors. Small plants rely almost exclusively upon outside assistance. The personnel instructed varied with the size of the plant, some plants using one department exclusively, others using per sonnel from all departments, while a few* plants used only foremen and supervisors. No attempt bees made to consider large or small plants individually in deter mining the use of employee publications for publicizing accident prevention material. Sixty-six per cent or two-thirds of the plants reporting have some type of employee publication, however, only 48 per cent of the plants baring publications devote space for safety items. This would indicate that. many plants are not taking advantage of an excellent medium to publicize its activities, reaching not only the worker but his family as well. Companies devoting space to safety vary space allocations to suit their needs on the 9 1957 National Safety Congress subject covered. Space varies front one neb payroll staffers with safety slogans. A few to 20 laches per month. companies make periodic calls to families, In this sectioa of the report we encoun requesting the safety slogan, if known, and tered a wide variation of opinions an the giving a small reward. Of the companies most effective types of employee material. not having family participation, less than The largest percentage favored: written two per cent anticipate setting up any type instructions, blackboard talks, films, posters of incentive award plan in the future. and booklets from outside sources and their Since only 12 per cent of the large plants own publications. -Publications for family and eight per cent of the small plants in. distribution were also reported as being dude any type of supervisory bonus or advantageous. However, in this category awards this indicates that such a practice only a small percentage is using family con is not general within the industry. Where it tacts to improve accident prevention activi is a practice, bonuses are worked into and ties. are a part of the regular department pro Reports all indicated that few plants are' duction bonus plan, taking advantage of off-the-job safety ma terial available through the National Safety Council. Since companies oot having safety awards or award limits are to a vast majority, large and small plants have been considered to gether in interpreting this section of the report. Occasionally some type of personal award is given employees working on safety com mittees as a matter of recognition for a good report. SUGGESTION FLANS In this category 80 per cent of the large plants and 62 per cent of the small plants reported that they had a suggestion system in effect or just starting. This would indi cate that a vast majority of companies favor this type of employee relations. The num ber of suggestions received during the period covered by this report varied from ro to J.000 with 50 per cent being adopted. Methods of compensation for suggestions adopted varied extensively, the most pre SAFETY AWARDS--LIMITS Many companies feel that good perform ance us safety cannot be bought. However, the vast majority did agree that if awards were made they should be small, inexpensive personal items so the company could cover many more employees. Only four per cent of the large and 16 per cent of the small plants include families' of their employees in their safety promotion campaigns. Companies using this family partidpaticn report good results and feel that the addi tional effort required for this type of pro motional activity is worthwhile. Mediums used are: boose organs, special mailing^ of material and personal letters and dominant being cash awards. Such awards in sotae instances were made arbitrarily, while others pay a set figure upon committee approval and then pay an additional award or bonus after the suggestion has been used for a set period of time. This additional bonus is based upon the elimination of the hazard and reduced production costs. In all instances a managenent committee pause* judgment oo aU suggestions. In some cases the suggestor is requested to present addi tional facta to clarify his suggestion. Compensation for suggestions ranged from merchandise to $100, with the majority of companies basing awards on the percentage of savings over a period of time, usually a the necessary training to alert employees period of one 10 GLASS FURNACE REPAIRS by CLINTON BALLINGER safety director, Owens-Illinois Glass co., Gas City, Ind. A glass melting furnace is trade of re fractory and steel in different shapes. The area where the melting process takes place is shaped like a huge cave. The walls and fioor are made of blocks of various refrac tory material, each block N-ing 18 inches lo 60 inches long and 12 inches thick. The roof U also bride On each side of the melting area and con nected to it are the checkers which serve as the passage way for the various types of fud to flow to the tank to melt the batch to make glass. The inside of the checkers are of brick laid to form a honey comb pattern. The checkers may be 30 feet high, \2 feet wide, and 25 feet long. The plaits to repair a tank evolve when the tank is built. The first step to repair a tank is to drain the tank of several hundred toss of molten glass. A special block is built in the tank for this purpose. A hole it knocked in this block and the molten glass runs into a stream of cold water which carries tt several feet outside the building to a prepared bin for storage. While the draining of the tank, the heat on the glass is about 2700* which insures a free Sow of glass. About 12 hours are needed to drain a tank of 250 ton capacity. When empty alt fires are turned off; the following day dismounting starts. But even* then the tank proper is still very hot When a tank is out of operation for re pairs, several men are out of their regular jobs. In our plant this means 20 to 30 men have to be placed on other jobs or laid off. Of course, these men have the least seniority' and therefore are considered green help when put on a tank repair. REASSIGNING CREWS About one week before taking the tank out of operation, the plant engineer asks for 30 or 36 men to work with the regular maintenance crew. About three days before beginning work, we call a meeting to as sign them to a shift and introduce their crew leader. Every type of safely equipment is shown, and when and where to wear it. They are also told if they can't wear this safety equipment someone win take their place. One man of the group is designated as the safety and good housekeeping coordi nator and reports directly to the plant engi neer. This mu has played a very important roll ta cmr safety record for the past several years by nuking it an important job to him self. He has the responsibility of checking out all safety equipment and also seeing that it is used properly. When the time comes for dismantling the furnace, the checkers have been opened up. They have had time to cool off but are still pretty warm. The first step is to throw out bricks by passing from one man to another. The first few hours result is a lot of horse play as the bricks are hot and a mas only holds a brick long awugh to toss it to the next man. Since this can re sult in cracked shins and broken toes, it is one Feature that must be watched--for the first day---until the checkers are cleared out or the bricks have cooled down. EARLY DISMANTLING JOIS After about three days of dismantling la which the work is hot. dirty and dangerous, the bride masons are called in and the build ing up process begins. There is still much dismantling done, but 'enough is completed for construction to start. While this work Is going on (on the tank proper), there are several other crews work ing, such as the electricians, plumbers, steel workers, tinners and machine repair men. Although these craftsmen's work may be in different spots around the tank, they osut know of the other work going on above them, below them and on either side of them. We are not too alarmed that a man throwing bricks will hart himself but that someone else will catch the full force of a hastily tossed brick. ' On* of th* big items on any repair Is this thing called housekeeping. In every plant today it is stressed in many different ways to the employees. Many supervisors feel a II 19S7 Notional Safety Congress food hmwkorrinc prugtafl* is lots of jani tors and Iocs of brooms. But it's not It is pride in the worker who wants to work in * clam place, and will do his put to keep his work area dean. This is a job for the supervisor and only the supervisor. GOOD HOUSEKEEPING ESSENTIAL Many acridmts are caused by poor house* keeping and little or nothing is done to correct the condition. When SO to 75 men work in an ana not much larger than a basketbaO floor, with many types of material and equipment, food housekeeping is a most. If you have a good housekeeping program you will likewise have a good safety pro gram. Oar last kat time accident oo a tank repair was caused by poor housekeeping-- a snail piece of bride was lying oa the floor (probably bad been there for two or three days), a btichuuson stepped on h and broke his ankle To make safety more real to the average man, several methods or approaches cut be used. Posters are the largest median to preach safety. Supplementing the posters we have been using the give-away gimmick. After one full week of work on a tank re pair, the names of all men working on the tank are put in a box. At the 3:00 pun. coffee break; while the men are congregated in one area, one name is drawn out and this individual wins a small prize such as a jacket, pair of safety shoes or one of terera] items costing from $3 to $10 dollars. This gimmick has done more to promote safety on tank repairs tn our plant than any other. Since the use of the give-away idea, we have not had a single senous acci dent. Proper scaffolds are always a must and should be inspected before being used and very often after that The use of high lift trucks to transport and elevate tank blocks certainly cuts the danger of smashed toes, Angers and back injuries. The paylaadcr U a real asset in loading trucks of bricks tom out of pie furnace. Every safety derice and gimmick avail able should be used on one of the toughest jobs in the glass Industry-dk. HOW TO CONTROL OFF-THE-JOB ACCIDENTS IN THE GLASS AND CERAMICS INDUSTRIES (A Symposium) OFF-THE-JOS ACCIDENT CONTROL IN A SINGLE LOCATION COMPANY by JOHN MANKIDT safety director, Harding Glass co* Fort Smith, Ark. With the increased coet of group in surance plans and the increased speciali zation among employee, this is one field of accident prevention that is important to all industries regardless of what they manufacture, whether they are large or small, located in one city or spread over the entire nation. Z do not propose that we, at Harding Glass company, have the complete answer for controlling off-the-job accidents, but t 12 do fed that our record indicates that we have made some progress in controlling this type accident during the post several yearn. Before actually considering the features of our program, it might be well for us to describe our company. As you are probably aware; we manufacture flat drawn sheet glass. We are a member of the Fourco Glass company and are located in Fort Smith. Ark. a city of approximately 60,000i Glass and Ceramics, Rubber Industries During full production, we employ between 600 and 700 people. Our employees and thdr families number approximately 3,000 or close to five per cent of the city's popula tion; therefore, it is easy to see the impor tance of an off-the-job safety program to our company. Strictly speaking, the off-the-job acddait control program at Harding Glass company may be divided into three sub-divisions. First are the activities of our Safety Coun cil, composed of management, all supervisory personnel and foremen, and elected employee representatives from each department. This group meets once each month to discuss safety problont that affect the plant hi its entirety. Guest speakers are invited to discuss safety subjects of various types. The overall program for each month in a given year is set up by a program committee. It has been a policy of this program committee to include three or four monthly meetings of this group dealing with off-the-job acodcnt control. For example; we have had meetings on such subjects as highway safety, at which time, a member of Use Arkansas State Highway Patrol was our guest speaker. COMPANY SAFETY COUNCIL The members of the Safety Council are called upon in their regular monthly depart mental meetings to report on the subjects discussed at the previous Safety Council meeting. In this way. this information is puled along to all the employees in the factory. The second major division of our safety program that deals with off-the-job acadent control is our departmental safety meetings. In my capacity as safety director, I meet once a month with every department in our plant. In these meetings, subject* pertaining to the safety of that particular department Are discussed, along with an overall sub ject discussed in the meetings with all de partments. For the past few years, it has been a policy to devote three or four of these monthly meetings each year to subjects deal ing with off-the-job safety. For example; subjects such as "Water and Boating Safety," "Home Fire Prevention" and others of-this type have been discussed. Through these meetings and the discussioa of sub jects dealing with home safety, we fed that we can accomplish two things: (1) Impress upon the employees the company's genuine concern for their safety away from the job as well as on the job. (2) Educate all employees to recognize and correct hazards around their own home. FAMILY NIGHT PROGRAM The last feature of our program is what we call our Family Night Program, This is a program sponsored by the plant Safety Council for alt of our employees, their families and guests. This is aa idea whkh started seven or right years ago to promote interest in the plant Safety Council, During the ensuing years, it has come to be on* of the most looked forward to events in our safety program. This Family Night Pro gram is primarily a chance for all employees and their families to get together for an evening of entertainment and safety educa tion. We have found that early in the spring, February or March, is the best tune for a program of this type. la our part of the country, most of the bad weather is over and it is too early for any vacations to have started. We have used the auditorium of a grade school located near our plant to hold this event. Since most of the employees will bring their children, we start our program at 6 JO pan. and try to limit the entire program to about an hour and a half. We have also found it better to complete the safety edu cational portion of the program at the first of the program and not make this part any longer than absolutely necessary. By doing this, we' are able to get the safety message across and get into enter tainment features of the program before the children get too noisy or restless. Another way w* maintain the interest of the children Is by using games or contests involving the children. For example, one year, we had the children pat oa a pre scribed amount of safety equipment and blow up a balloon. The first one finished in each age group won a prize. * The entertainment we have used in this program has been a variety of local .talent, such as ringing groups, dandsg and instru mental groups. To stimulate interest and promote attendance; we award door prizes. We fed that our Family Night Program produces desirable results. It provides a 13 Xmim* Ut*j Cmgrm noati nww far al n^lujim i Tbrmb the brief iditwal portion of this we **t* able to t* ideas itfOH perariat to the safety, vt aoJy o! oar ospiorca ride oe tbe job. bat ifao S the employees and members of tber families while they are off the job, These, then, are the throe important fea tures of oar off-tbe-jofe icodgS program. The add left of any program is "docs it work and what remits has it prafaccdr We fed that our program is beneficial aot only at a reducing the somber of acodental injuries, but also is producing a 5arings in the company's group insurance program costa. To illustrate this, 1 have compiled the sickness and accident payments for accidental off-the-job injuries for the yISetaTrs of 1955, 1956 and through September, COSTS OP ACCID&iTS In 1955, employees of Harding Glass company suffered IS injuries which caused loss of time from work and one accidental death. These injuries include lacerations, hack injuries and fractures. The accidental death was caused by drowning. The lost time caused by these injuries amounted to 38 weeks and two days m the anW of S244&00 an SftA benefits. in 1956,11 unfjkijmj last base teem tb*w jobs. The total hn the was 20 weeks and three days for which 961ZOO was prid is StA benefits. For the first one month* of 1957, three employees lave lost a total of 22 weeks and three days front these join and have bees paid 867240 is acfcnras and accident benefits. The life assurance premium rate for oar employees since 1948 has shown a decrease of -fl3e per thousand dollars wfaOe the aver, age anpkryte age has gone up. Tins does not represent a grot droft bowettr, con. wderiog the rthatdr large amber of an. (doyees involved aad the period of time, this decrease rryccjam a considerable sav. mg to the company. Similarly, the sickness and accident pre mium rate has remained constant since 1952, the amount of benefits has increased at no. increase in premium nucs. No sum mary of hospitalization costs have beta used since there have been a number of benefit increased and ehauges of insurance carriers so> that no accurate picture could be drawn. In view of the results that have been re flected in the reduction of accidental offthe-job injuries and the redaction m group insurance costs, we feel that our program has been successfulJO ALCOA'S APPROACH To the Off-The-Job Safety Problem by W. IL GILLILAND * assistant safety director, Aluminum Co. of America, Pittsburgh, Pc. Alcoa has been concerned over this Prob lem of off-the-job injuries for several years. However, we lacked concrete facts concern ing the true dimensions of the problem, and didn't know the best way to obtain the necessary information. When the National Safety Council an nounced their standard reporting form for 14 off-the-job injuries in the fall of 1955, we asked our plants to use this form not dy for reporting to the National Safety Coun cil but also to our home office. We do not use the formula for Frequency and Severity rates but complete all other items. Our procedure is generally as follows: .All employees are covered by noq-occupa- Glass and Ceramics, Rubber Industries -*al AmMirv benefits, medical, and surcical amnoc* program. The Insurance Detwremme at cadi location, therefore, serves m rial arsmmilatvon point for alt indM* of off-the-job injuries. Chim* ter unlujm* dependents can be aret^mfaaed si a similar fashion by each plant sad reported to us cni the National .sitrty Cowril form. Tfoa arrangement has simplified the prob lem considerably. We probably miss some minor cases which result only in one or two days' afaaeoce from work or other minor incidents for which claims may not be filed. However, such cases constitute only a very $mall percentage of the total. Considering the foreman's or supervisor's time required to investigate every single absence for com plete data, we believe our procedure is quite adequate for ail practical purposes. The data obtained from this reportmg procedure during 1956 were; 1219 off-the-job injuries. Of these, 18 were fatalities--17 la traffic accidents and one at borne This amounted to 4.18 in juries off-ibc-job for every one occurring on the job and 9 off-the-job fatalities for every industrial fatality. There were 23.497 days lost as a result of these injuries. This does nor inrlude any standard time Charges for permanent partial disabilities and fatalities. The time lost U 3435 man-weeks or 64 man-years of productive working time lost in a com pany of 50 thousand employees. In addition to the loss of manpower and dolls, the weekly disability benefits pud to employees for lost time due to off-the-job injuries in 1956 was 133.400 dollars plus life insurance benefits of 90.000 dollars for fam ilies of IS deceased employees. This amounts to approximately $4.40 per employee a year. Although the insurance carrier pays these costs, our company pays the insurance premiums and we benefit by any reductions in payments. This represents a substantial incentive for the company without including hospital and surgical expenses or any indirect costs. Needless to say, the cost to employees in lost wages and suffering is a considerable item, and should serve as an excellent point 'for /allying employee interest and support for off-the-job safety programming. As 1 mentioned before, we do not have a complete program. As in industrial safety, there are a variety of different approaches with no single answer as the exclusive remedy. Education of employees and their families will undoubtedly be the major ap proach since supervision and other controls in industrial safety' are absent RAU7 LOCAL SUPPORT Our principal approach to date is through locally conceived and sponsored programs hitting one or more phases of the problem at any given time. One example is a traffic safety program sponsored by one of our plants early this year. This plant is located on a stretch of high way with the worst accident rate in the state. A 30-day campaign was launched with the cooperation and assistance of all indus tries located on the highway. Comprehen sive publicity through plant and community newspapers and radio stations was arranged. "Back the Attack" bumper stickers and other reminders went distributed to all em ployees. Poster programs were keyed to this theme. Supervisory, safety committee, and employee meetings were held to discuss the problem and show traffic safety films. State police troopers participated in the meetings and campaign to warn motorists of high way hazards. Letters were sent to em ployees' homes. This same topic is being plugged this year to keep the topic fresh in the minds of enployces. While it is still too early to prove that this effort reduced injuries, we believe it has had quite an effect, .Another example of this local approach is in a small community where Alcoa is the principal employer. Here we use the services of all community organizations while the company acts as sponsor fur nishing materials, lending guidance and sup port Gaining participation by as many peo ple as possible is a major objective of a successful off-the-job safety program the uune as it is for an in-plant program. In regard to the program at the home office, we make available aH types pi mate rials and services to the various plants. All plants receive the off-the-job materials pub lished by the National Safety- Council. The rilroe Neves, our company house organ sent 15 19S7 National Safety Congress to alt employee*, feature* articles and items pertaining to the subject. Reading rack bockJets oa off-the-job safety constitute a large percentage of the materials approved by our home office. In addition, we are considering certain company-wide programs such as the Safe Drivers League as a* continuing effort to superimpose the current one-shot type of campaign devoted to a specific hazard. We feel that by constantly hammering away through the proven techniques of in dustrial safety programs, we can reduce the terrible toil of suffering and expense to our people resulting from accidents at home and on the highways. ^ ARE OFF-THE-JOB SAFETY PROGRAMS NEEDED IN INDUSTRY TODAY? by R. r. HAMILTON superintendent of safety, St. Louis-Sart Francisco Railway eo., St. Louis, Mo. During the past few years we have been brought face-to-face with startling facts. There has been an increase in school en rollment, in political activity, in the merger of great industries, in wages, in speed, and. according to statistics from the National Safety Council an Increase in the number of persons killed and injured. There was an increase of two per cent in the number of persons killed in 1936, or a total of 93,000 Jailed and 9,500,000 injured. Considering that approximately 81,000 of those 95,000 fatalities during 1956 occurred in off-the-job accidents, we realize that we should have off-the-job safety programs. Although the cost of accidents, injuries and deaths is secondary, it amounted to 511,200,000,000 in 1956. This expense for loss of life, injuries, and destruction of property, would have clothed every man, woman, and child in the nation in 1956. It would have built 1,000,000 single-family homes, or 500,000 school rooms which are badly needed. It would have provided all three shots of Salk vaccine for every per son in trie world. The cost exceeded the net Income of the nation's 133 largest rail roads, utilities, and corporations. How nice it would have been to be able to spend that $11,200,000,000 for construction rather than destruction. We feel that safety should be a family affair because it reaches through each man's job to h&s home, his family, bis dub*, his schools, and his community. 16 The basic principles of off-the-job safety programs of railroads can be used m any organization-- make safety a family afair. During the latter part of 1947 I leh that we were not making vnftirient progress m safety OO our railroad and n should try something new. It was decided tn hold some family safety meetings. Oa a cold, art night in December, 1917. we held oar first family group safety meeting with a at tendance of 84-- not too many, but at Ian a start. During 1936 we had two such me"tings with an attendance of over 1,109 at each meeting. Last year 53 family group safety meetings with more than 29,000 in attendance were held over. During April of this year there were over 5,800 at our Springfield, llo, meeting. We had to turn away more than 500 people unable to get inside the building because the doors were closed by the dty firemen for safety's sake. This clearly demonstrates that there is an interest in safety. We have always felt that If you can show the employee you are interested in the safety of Ids family as well as himself, he'will be more responsive to the on-the-job safety program. If an employee is safety-minded at home and on the highway, he will also be safety-minded oa the job. The highlights of our safety program as summarized by "Railway Age" are: "Its ubiquitous energy (because it cooes largely from within rather than from the top). Glass and Ceramics, Rubber Industries ' "Its active--rather than passive--char acter for most employees (le^ it is widely participated in, not just looked at or listened to). "Its sincerity, as evidenced by its vol ume ef non-railroad public safety work. "It* corner-stoning the basic Frisco policy of building management poten tial from within the organization through widespread employee activities. "Its hand-in-glove fitting into Mr, Hungrrford's philosophy of building up the individual and respect for bis dignity. "Its knitting together the Frisco `fam ily* of 17,000 scattered employees by providing fellowship and a coaunoa goal readied through common experi ences. "Its immeasurable public relations bene fits derived through witless efforts in community and home safety. "Its appeal to even non-railroad fami lies through the continuing work with school children and family groups. "Its ability to save lives and suffering while at the same time boosting morale and pride in the company. # "That the program has won over the Frisco rank and file is oo better illus trated than In the remarks of a recently retired locomotive engineer. Spotting Mr. Hamilton one recent afternoon, he said: 'I thought this safety thing would die out when you first started it. It al ways had before. But I wish now that the company had started your program 10 years sooner.' " We are confident that our off-the-job safety program helped save many lives and much needless suffering, and we fed the same way about the various programs car ried on by industry today. The manage ments of a targe number of railroads and industries of America fed we do need offtbe-job safety programs, and we are con fident that each year will see an increase Is those participating in this worthwhile cause. A. RUBBER SECTION REPORT OF THE STATISTICS COMMITTEE * by RAT HART safety director, The Dayton Rubber co, Dayton, Ohio Tbe records say that three people will die and 270 eiQ he ajntd, while I am for 15 ainolCL Approximately 95,000 are lotted each year, accidentally, one, way or aaxbw. About 40400 (fie is traffic, 20400 ta their hots, and 14,500 tbetr job*. When we say I-U00 people died aa their jobs and 2S400 i their homes that soemds Rood, and we hear it said that industry has a good afdy record. Perosa0y. 1 tu't agree with this, became the record is not good as lone as 14,500 people are tosxng their lives amually. It only looks good when we compare it with other Closes that have a worse record than we do. We are specifically concerned with the rubber industry. You want to know where we arc in the standings and bow we com part (1) First of all let's look at the frequency and severity record for the rubber industry from January 1, 1950, to the end of 1954, as reported to the National Safety Council. 1 FREQUENCY AND SEVER!!T FOR RUBBER INDUSTRY--NATIONAL SAFETY COUNCIL Year Unite Tote! (juries Fatal Injuries Perma nent Temporary Partial Total Hours Worked Frequency Severity 1M0 as use mi 107 SOS 3 as 1104 MO.S3.400 A07 700 4 m 1372 3SS.S37.SC0 *.31 330 13E3 131 IMS S 143 1347 ca.its.7co 3.1* 430 t3B3 US last U 147 tea 330.333.400 4.41 430 ISM 132 1411 3 IQS UR 39S.S37.S00 3.ST no IMS 130 3339 ] 133 3014 433,333.700 ESI 330 1M4 111 n 3 SO 737 307.SS7.OeO 3.33 333 (2) Now, let's took at the frequency and seventy for all industry, as reported to the l*. 5. Department of Labor for the same period. FRBQUE4CT AND SEVERITY FOR ALL. 1KDCITXT-OJ. DEFAJtnOBCT OF LABOR Year I960 130 Ualte SMS 7134 Total PtsabUag Fatal lajuries lajurie* 112.373 LOOS 137AM 1.210 *3? Partial MM 7.4IT 1383 7330 133JS1 1.173 ?.*8 130 1354 IMS trn S434 331S 117.443 107.041 m.m u 1.170 >AQ> 7JS3 4.344 7.444 IMS MBS 3UM Lfitf 3.173 Ternfxr imjn liMJtt 117AM 10SA43 3S.4M :02.7a 31.113 Hears Worked 12.17SAQZ.SC0 14.aSAOH.3M IAO44A7R40O IS.731134.300 24.194,430.100 1S.0JX0ZL3QS lS.43a7a.330 Day* Charged 1LS3S43S 11, eM.ni U. 311.04 U.0S4J33 1L333B4S ULOttETT 1LV7422 fte* 8eqoeaey verity 9.30 90S *44 979 3.40 389 7.44 03 TE 800 4J3 CIS MS 712 11 Glass and Ceramics, Rubber Industries S lS iS iS lI aSESBiSSSess (5) Now, We have the frequency and severity for all industry, as reported to the National Safety Council for I95& Tbe IMS Uiuir BatM a* nportH t National Safety Council FREQUENCY SEVERITY KATE .................... . .... SR (VmawiiitfHn .......... . Aircraft acts. ........................ ljtt Electrical Equip. ..................... 2.01 Tobacco ........................................................... Leather.......... .................................................. Ceawat .................. ....................................... 3S| Aircraft Mtg. ................................................. RIhufbebBerui.i.d...u...i..i.'..i.i..i.;..!..!.!..!..;.....;..!....'....'...."....;..!..;.;;;;; 3iJSU RSSubwbaeirfS...^...i.u...p................................................... Railroad Equip........................................... S.S9 Ship Batldlag .............................................. All Industry ......................... t.ttAllladuitry ............................................... Pulp* Paper...................................... ..... Tjll Iroa A SUeL.! ...............,.T...........` Lmther ........................................................... ?.M Meat Packing............................................... 3.09 Iroa * SteeTFrod....................................... . Weed Frod................................. tA Fouiadry ...................................... 10.3* Ceaeimcaae ................................................IS.IQ Lumber ..........................................................XL33 Coal Mtalag .....................................................33.07 Wood Prod. ................................................... Steal................................................................ Feuadry........................................................... Cement........................................................... Cbaetmctfea............................................ Umber........................................................ Quarry ............................................................. (4) Last of all, let's see how the small plants compare with the large plants, as far as safety is concerned. - Injury Frequency Rate* by Stm of Reportlag Pails for tb* Rubber Isduetjy--P.SL Department. of tehor---HJjM Stse Tires A Tubes UuTbar 39 Employees............................................. -- 39 U 48 Employees................................... ........ 100 to SIS Employees............................ -- SO to 430 Bmployeee......................................... .. 14.4 M9 te MO Employees............................................ AT lOOS to 3410 Employees............. 4.1 WCU wad ever................ 2.9 Rubber Footwear --------- -- ------ 1U AS OS lilac. Rubber product* 10.12 13.0 21.0 14.3 10.7 &.1 5.0 Ixjury Frequency for This Tear Under 300 ^b1otms... 300 te C00 Mployees, soo te looo mpleyaes. 1000 to 3000 Employees. Over 3900 Employees... AH Divtsfoas 7-3X-57___ _ 44* 9.49 2.40 247 2.10 We cm Weak down the injuries m the rubber industry and count tbe toes, fingers and hands that were affected, also the ones tfaat were muted by machines, but what will that tell os* We still must deal with tbop mcfividtoBy--first find the cause and then the care. It has ben said that more than 95 per cane of oar injuries arc caused by unguarded mindt, and less than five per cent doe to mgwarded machines. I wish I could tell you exactly bow to establish a better safety record, but I aa afraid X don't have a sure care. X aa convinced that it is a job for mpertmoo and no one else cam do it I cam make it sound rather simple; because our work boils down to this--bow do you make a supervisor want a good safety rec ord? The desire must be there first. It is not too difficult to provide ideas that will get good results, once we get them in the right frame of mind. Safety work re minds me so much of church work. We are all striving to do the suae thing, but we use different methods to, get the |`ob done. Perhaps this is a good approach to the problem. We try coe idea usd it appeals to some; another idea appeals to others, and so we continue on, and some day perhaps we will get everyone safety minded, if we can come up with enough new ideal A 19 ACCIDENT--CAUSE, INVESTIGATION AND PREVENTION (RoimI Table Dlscusieal ' ED TURNER. Cufcruo leader f should like to preface my brief intro ductory remarks by establishing two simple propositions: 1. Only by a realistic analysis of the accidents occurring in oar plants will we ever be a position to assess what we have accomplished ta accident prevention, and what we hope to accomplish. 2. The objective of accident analysis is to establish the real causative factor, to carry out a thorough fact finding investiga tion of all history surrounding the case to set up workable preventive measures. The factors of cause and investigation are relative. So as to clear our thinking, we shall look at It this way. CSTAtUSHING CAUSE CAUSE is the actual agent, musing the injury. In essence, this may be the briefest part of oar ducasiioo; we really seek to establish who and what with the object of establishing fact and dissipating baseless rumor and possible panic. In establishing accident causev is its amplest terms, we merely want to know whether the agent is human or mechanical. Cause should never be confused with blame. It is a human failing it scans, as soon as a tragedy occurs, a sacrificial goat is looked for cat whom to pin tbe This resolves nothing, and merely tarns the factor of shock and grief into mutrvst or bitter recrimination. Until such time as all the faqts are estab lished,-management must assume full respon sibility to give a full and proper account of what has occurred, and endeavor to offer a measure of calm assurance and reality at a time tempers arc delicately triggered. In this section we should consider (1) who should investigate and (2) what to investigate. A representative of management is the best person to carry oat a thorough unresti- gatioo of all accidents or accident produc ing conditions. The main purpose of an investigation is to find the fundamental error which caused the accident and correct St whether the error falls into the human or the engineer ing category. Tbe investigation should be made as soon as possible after an accident--before the conditions or machine can be changed PREVENTION So tong as management assumes the re sponsibility to manage the plant, then it must be tbe prerogative of management to act as the sole enforcing agency to-- (a) Correct defective working coaditiaiu. (b) Pot a stop to improper work prac tices. X was match impressed last year when listening to a labor discussion when several workmen were insistent that their bargain ing representative! incorporate into their agreements specific safety regulations, only to be told in so uncertain terms, something to this effect: `Just keep this ooc thing at mmd; that while we mutually subscribe to tbe need of safety memares in our plants, our local agreements will only deal with tbe subject a a ray geaeral manner. "Tbe sole responsibility for the safe wel fare of the mu m the plant is manage ment's. Labor does not share m this respon sibility as a management fraction; if and when we do that, then we most also expect to share the blame for accidents.** I do fed, however, that the managemait member should promptly inform the onion safety representative of the actual history of the accident and the measures recom mended to prevent its recurroxe, ta order that the union may have confidence in tbe impartiality and thoroughness of manage ment's investigation. 20 Glass and Ceramics, Rubber Industries Let me illustrate by two actual case his tones t ACCIDENT NO. 2 Six weeks ago a telephoned report came io my desk of a man having his arm caught in the spreader rolls of a machine. Sow long since, 1 have learned this cardual rule--In any serious accident, get on the job immediately to establish as soon as possible (and certainly before rumor gets busy) the accident cause and extent of the injury. In reaching over the top of a chain drive, this operator's sweater sleeve was caught, and it pulled his arm up against, but not into, a small idler sprocket. From the work man, who was well enough able to talk, we ascertained that he had followed a standard procedure, and was using a knife to free tome loose threads adhering to a smooth root In picking off the threads be had to reach in further than normally, and came into contact with the chain. This operator suffered severe lacerations and contusions to the lower arm. There were no broken bones and he was off the job for six to right weeks. Thus we had established the cause and the a'iumi and what of the accident. The investigation in this case,--which is always slow and involved--was done care fully, and verbal statements were shaken down from the supervisor, the man's work mate and other parties involved. The supervisor submitted that the man had violated safety regulations and gone into an enclosed area alone when the rules <peofially stated that he was not to do so. His workmate was somewhat trucuiant in saying "Ah, I knew someone would be caught there someday. I've told 'an a dozen times the job isn't safe. There should be another man on the job." Our investigation showed up two or three rather obvious errors. In doing the operation, which was quite easeitial, the safety cable was out of reach of the operator in an emergency. The safety rules did not specifically exclude him from going into the area alone --merely "that on all such cases a man must be on the platform of tbe machine, within calL" The practice was admittedly hazardous, but no real thought had beat given to taking specific preventive measures to meet an emerge1*^- The safety and engineering deportments did not even know that such a practice was regularly done. Some recommended prevention measures are: t. The safety cable is to be extended so it will be well within reach from any position. 2. The request by the union to have a third man placed on the job was partially met. An air whistle was in stalled so as to summon the third man whenever entry Into the enclosed obinet was required. 3. The rules were changed to read "in a less ambiguous manner.'* In other words, no entry into the enclosure is permitted unless a standby operator is first summoned. 4. A platform for easier access to the rolls was instilled. 5. We made up a combination high air velocity rod and knife to remove the strips, thus obviating the need of the operator to reach Into tbe rolls. There you have it. Tbe cause--to estab lish the facts and frustrate rumor. The invest!gatioo--to establish the weak points of bur safety measures. The prevention---to set up the proper measures to eliminate further accidents. ACCIDENT No. 2 The ambulance had called at the front door to remove an unconscious workman to the etnergoicy ward of the hospital. Rumor had it he was killed by poison gas. To add horror to the rumor--he was only one of several who had been exposed to the gas. Quickly then wc must establish the cause factor, and dispel wrong impressions. This man was in shock so we could get little help here. We understood the operator had spilled some aniline oil and in attempt ing to dean* it up had used some burlap bags to soak- it up and had wrung the mate rial out in- a' drum. This obviously re sulted is the 'inhalation of fumes and in critical skin contact. Therefore a serious cue of poisoning resulted. Since the actual incident occurred about two hours previously, he was in shock and 21 19$/ National Safely Congress immediate remedial measure* were impera* uve; thus his prompt dispatch to the hospi tal. It wa all of five days (after complete blood transfusions to save his life) before we could complete the investigations with his help, and he admitted that he was in volved only because be had tried to cover up an error. He had (eft the room to secure a cup of coffee contrary to regulations and had left a small valve open to fill a drum CAUSE AMO EMOU The round table discussion was attended by 40 representatives of nasagezncct and labor. Two phases of the subject took iE the tune afloted for tfucaetion. Lt, caw and investigation. <?. Should the cause of am mfury aid re sults of the investigation fe posted on bulletin beards? A. It *as generally ogxwed that it would not to tost to pobtosoc this pbot-widt cm toflcria toris Wwtot in the department swotted should to faBy in Our measures for ventilation were faulty formed by the deguraneat toad after and since the material being handled was the umwigrtinu was onyiati hazardous, the margin for human error wa* a Hotr soon jAomld too obvious. Thus we had to admit that after the mfmjf our policy was os much the cause, os the error of the employee. PREVENTIVE MEASURES for this hazard were; A. As mach as sanfllt o tto tioe should to made iuucdtttir after the acddmi. capocafiy of tto morhirv. or whatever other agent was the caw (s) The liquid transfer was made auto The injured man may not toss md matic. both by a measuring device tire for an ioinigiiinn toe definite:* and by an automatic Boot shut-off. Ids side of the story riwrid to token *- (b) A retraining on the handling hazard soon as suoMl of the chemical was undertaken for all employees of that departtnme. RNDtMG GWLTy WtSOH fa talcing corrective action after an ace- Q. Should investigation be made to fme dent. a great deal of skill and sound judg individual at fomitf ment need* to be exoemsed. In accident investigation there is no room for hot beads and tutbridled tcofUo. Even if there is a patent violation of a state code the interpretation as to whether the scope of that code covers the particular tituation needs careful deliberation. A. The primary purpose of an accident in vestigation U to ascertain the unsafe act or ooodltion ierohud. The ool* purpose served to interrogate an indi vidual would to to get information on these particular aspects of tto case. It would definitely never be within the ItCCOMMENO CORRECTION As mentioned before, corrective action ran only assume the status of a strongly worded recommendation, we cannot enact legislation nor on we relegate any ndi jurisdiction of the investigating man or group to prescribe aay course of action against any one. 9- It an investigation beat undertaken by an individual or a group? action to the bargaining unit as a subject A. This would depend entirely upon cir for negotiation. Accident prevention after cumstances. It would seem obvious that all, can oner be negotiated, if the safe the findings of any targe group would welfare of any workman is at stake. have to to submitted or presented by an { A drilled investigator will instill cenfi* individual in order to get an accurate dace in the minds of both management estimate of tto injury, and men if be suggests a coarse of action, which, while not necessarily acceptable to both parties, will in the final analysis present a realistic solution to the accident problem. The conference recorder of oar discussion group was Mr. G. A. Miller, safety director of The Gates Rubber company, Denver, Colo. Q, Should a fouit labor-management safety rommiitee assume the status of the official investigating party? .A Labor feds strongly that this should be the case, or if sot tto whole com mittee, certainly representative* from both sides should take port tto in vestigation. 22 Glass and Ceramics, Rubber Industries As a matter of interest; a poll showed that 59 per cent of the companies repre<ented have joint labor-management safety committees. Local differences of policy were evident as to whether the nominees for the Union should be appointed by management nr by the Union. U is to be Doted that the whole object of our meetings is merely to observe and rec'>ni our findings as to the generally acerpted policies governing these situations. Depending upon the communications wnfasa tto separate plants, s wide variation of company policy is evident. However, we have one common object, and that is to prevent accidents and have a workable pro gram for the safe welfare of tto workmen on the job. His livelihood must never be jeopardized by what he feels to to reluc tance of management to set up safe working procedures. As one listens to these discussions, one thing is obvious--the sincerity of both labor and management to agree cn a commonly acceptable basis of mutual trust for the well bang of all concernecLfik HEART DISEASE IN INDUSTRY by W. A. MeCAUSLAND, M. D. medical director, The 8. F. Goodrich Footwear & Flooring co^ A division of tiie B, F. Goodrich coM Watertown, Mass. It bes become increasingly difficult in sdatiT to find employment for people 'offering treat heart disease There are 280.000 pcrsoca afflicted with some form of heart disase in Massachusetts alone. Some 60 to 70 per cent of these are employable. Many of tbeve are young people with fami lies. Routing that many of our own em ployee* who are now in good health will, as they grow older, develop some form of heart disease, we are compelled by loyalty to save one medical jobs for our own people There are various types of heart disease. First, we have the congenital anomalies dot to embryonic defects in development during the period when the heart and great vessels arc formed from the primitive vascular tube. Briefly by name they are the >0*01)0110 group, the cyanotic group; the tetralogy of Fallot. Euenmenger's complex, coarctation of tto Aorta. Patent Ductus Arteriosus, ventricular septal defects, auricular septal defects and Valvular Pulmonic stenosis. For same at these congenital conditions we can do nothing; whereas many can to corrected by new foctn* of heart surgery. We have another big group of heart Ait*****, caused by arteriosclerosis, rheumatic fever, syphilis, thyroid disease, diptheria, tenant types of anemia, certain vitamin difitcicpoc*. bacterial infections, aneurysms, ar terial hypertension. This group is the more common of the heart diseases and usually can be treated by the physician over a long period of years. These acute and chronic congestive heart failures occur at any time of life. They may to said to constitute the bulk of the every day ran of the mill heart disease. ' coronary ARiay disease The most dramatic of the heart diseases is Coronary Artery Disease, which is a narrowing or occlusion of the coronary ar teries usually due to arteriosclerosis with the resultant imbalance between blood supply and cardiac muscle demands giving rise to anemia or damage io the heart muscle. Arteriosclerosis is the most common cause of coronary artery disease. The etiology of arteriosclerosis is un known but is frequently associated with high Mood pressure, sugar diabetes, thyroid dis ease, high blood cholesterol levels, over weight arid old age. Arteriosclerosis may to localized to tto corotary arteries or may to a part of generalized arteriosclerosis. Coronary artery disease U essentially a' disease of middle life and old age. It is four times a* frequent in males as in fe males and has an occasional family tendency. Approximately 90 per cent of cases occur 23 1957 National Safety Congress in the 60 to 80 year ace croup. It luu walk out of my office, and drop dead from been found in infants and children. a coronary. Coronary artery disease may produce no clinical symptoms. Only whoi be* eecnes severe enough to rao.se a critical deficit of blood supply as proportion to myocardial demand do Vymptogts occur. The clinical picture depends upon the sue and location of the myocardial region made* quately supplied with blood, the severity of the deficiency* it* rale of development and its duration. Angina pectoris or chest pain results from a short period of relatively mild ischemia. Myocardial infarction results from severe and prolonged ischemia in a more localised portion of the heart muscle often from aa occlusion of one of the larger coronary ancries. With coronary msoffiricao we try to <filate the blood vessel* and make them carry more blood--these people may hve for 20 years under propci treatment. Myocardial infarction may occur with coronary oednskn and coronary thrombosis or without them. Small vessels may become occluded without myocardial infarction, because of a good collateral circulation. Myocardial infarction is usually produced by thrombotic occlusion of one of the larger branches of the coronary arteries. The thrombus usually occurs in the narrowed channel of a sclerosed vessel often in the bed of an atheroraatus ulcer or calcified plaque. It may form slowly or rapidly pro ducing a thrombus which cuts off the blood supply to the area of heart muscle supplied by that particular arterial branch. INDUSTRY'S PROHEM This may result in sudden death or hos pitalization usd slow recovery having various complications. The physician in industry is primarily interested In coronary artery dis ease. Thg majority of heart conditions can be easily detected by the stethoscope and the electrocardiogram. With these people we know just how much of a work load their hearts can sustain. With coronary artery disease, it is a different story--as yet there is no medical test which indicates a man has this type of disease with no apparent symptom. I can take a cardiogram of aui apparently healthy individual, find a normal reading, have him Coronary disease is a relative newcomer to the field of medicine. Autopsies done be fore 1910 do not reveal this type of * of the coronary arteries. We can blame civilization with our higher standards of liv* mg. Our full refrigerators containing foods which raise our blood cholesterol play a pan in the whole general picture. Lack of exercise, since we tend to use our automobiles to go to the next block rather than walk, is also part of the picture. Smoking, drinking and worry don't seem to have any effect. Hard work docs not play a part unless there is some previously exist ing disease. The real arinunals seem to be diet aed lack of exercise One of the most uaerewmg proofs of these facts is that aaxmg Detroit automobile workers coronary disease was almost unknown is earlier years. PLAIN FOOD HEALTHIEST With improved working conditions and better pay there has been a tremendous in crease in coronary disease. Our plain foods of earlier times seemed to give os protec tion against coronary disease; A program for control in industry is rather difficult because we have no tests which will indicate whether arteries arc diseased or doc Thorough physical examination including an etectr-ccardiograa should be periodically made. If an employee indicate* an derated blood pressure we should make sure that be undergoes tnataat Any underlying disease should receive precipe attention. Overweight most be controlled. Plant jobs must be inspected to make sure that the work is not too hard for the individual. Many individuals win keep ou working at a job which may be too difficult of age or some other underlying disease. The pay check is too good to pass for an easier job with probably less money. These people we never see until the damage is dooie. The returning coronary patient is always a problem--his physician's note sunpiy states the employee is ready to return to work and we must determine if the job is going to be satisfactory from a physical standpoint. The industrial physician must rely oo adequate physical examination to control coronary artery disease. A 24 RADIATION EXPOSURE IN THE RUBBER INDUSTRY AND CONTROL MEASURES by It. A. MANNIN The Goodyear Tire & Rubber co., Akron, Ohio Man in his search for an ever increasing standard of living resorts to an expanding technology that often advances the boun daries of knowledge and productive capacity, but also generates potential problems and requires adjustment to additional stresses in our environment. One such toed, from which we have not yet realized the full impact or benefits, is nuclear energy. One must ooc feel that man's exposure to nuclear radiation is a new* innovation-- commencing near the end of World War II or with the formation of the Atomic Energy Commission. Man's environment has included exposure since time began because wherever one goes, there is always a small amount of so-called "backgrotsxi'* radiation. This "back ground" radiation arises from naturally radioactive substances; uranium and radium and others found in rocks and soils as well as the radon and thoron that ore given off into the atmosphere. In addition, cosmic radiation from space is present everywhere and of course, like the natural deposits of ores, the exposure varies from one location to another, depoiding on altitude. For 60 years, man has been exposed to man-made radiation is the form of medical and dental X-rays. In. fact, many U. S. citizens, today receive approximately the same amount of whole tody radiation from the average X-ray fluoroscopic examination as from natural backgromsdL Therefore, it is obvious that the mecha nism of raffiatioa exposure is not new. Only the increase m use and subsequent increase in potential exposure is new. As an illus tration. ou May 31. 1957, the AEC had licensed a total of 4JM1 employers to use radioactive isotopes, of which approximately 40 per cent of these Ecenses are industrial firms. In hopes of ffispmsmg with ooc of the more controversial Issues; it can be stated that the average exposure to "fall-out" from weapons testing, if *wd at the average rate of the past several years, would be only 1/40 of the genetically important exposure due to background alone. With respect to weather there has been no evidence that nuclear energy or nuclear explosions have contributed to any changes in weather or climate In fact, one comment beard recently probably explains the situa tion adequately; the early caveman felt sure that they had never had such strange weather until they started using the bow and arrow. Medical X-ray facilities as used ta indus try today are familiar to all of us and everyone frill agree that tbeir diagnostic value far outweighs any detrimental effect that might possibly exist. The radiation received from a chest film is higher than any other exposure that might be received under normal operating conditions from other uses of radiation in industrial opera tions. . X-RAY INSPECTION TOOLS Industrial X-ray facilities and flooroscopes are generally of higher peak voltages and are utilised to examine or inspect equipment or manufactured items, such as belts or tires, for internal Saws or specification quality that cannot be* determined visually or by other conventional inspection methods. Exposures with this equipment can be high unless adequate control procedures are em ployed. Radiographic' techniques are nsed for es sentially the same purpose as industrial X-ray facilities, but are usually somewhat more mobile and arc moved to the item under inspection rather than moving the item. These are high energy radioactive; gamma emitting, sources requiring no elec trical power; radium and cobait-60 being two of the more popular isotopes used. Care must be exercised with such usage to pre vent exposure to operating personnel and others in adjacent areas. Distance factors and shielding are usually mandatory. 25 V}$7 National Safety Congress Glass and Ceramics, Rubber Industries One of the outstanding appliatioos cur rently in use in the rubber industry is beta gauges for dcienmnaooc of weight of films mm< iWimwi of items sudi as films, treads and calendared stock. Beta gauges usually use carboo-14 or stroatnxn-90 as source materials with a measuring head that detects the scattered radiation and reads directly on a calibrated dial m the units in which inter' cited. Through proper circuitry this measure' ment may be dectrendy coupled with the process to provide control and make neces sary adjustments with better accuracy and less effort on the pan of the operator. As customarily used, such devices while operat ing present no haiard to personnel tn the area. MAINTENANCE hazards During maintenance procedures on the gauge some consideration must be given to prevent unnecessary exposure. If an emer gency arises, such as a fire, it might be pos sible for the source to be vaporised by the heat and contamination spread over a large area. It is recommended that periodic air samples and area surveys be conducted in the vicinity of such gauges to insure that the integrity of the source container is being maintained. Tracer techniques are being used extoiMvely in the research laboratories to Rudy the physical and chemical reactions in rubber chemistry, particularly with regard to ac celerators and anti-oxidants. "Tagged" compotxids are node up containing various radioisotopes of carbon, sulphur and tine. These materials are handled in laboratory quantities and have contributed a great deal lo undemanding some of the basic processes involved in rubber compounding ant tech nology. Their use is confined to individual laboratories where stringent eleanliness standards are maintained to prevent the -pread of. contamination. Waste disposal is monitored carefully so that radioactive materials are not released into public sewage or water systems. IRRADIATION FACILITIES Various Irradiation facilities for research and development purposes are used in some companies and projects in conjunction with governmental reactors are popular. These facilities are used for testing properties of materials under the stress of high radiation density. Another promising application t, to promote polymerization of various mon- xners and tires have even been cured b\ this method. ' Sources range from multi-currier cobolt. 60 sources to fission products from ractors. Extreme operating precautions are accessary for experimental work of this type incfading heavy structural shielding, safety interlocks and a full complement of personnel pro tective devices. Ami-static bars employing alpha panicle emitters such as prolcawB are commer cially available, and ahboogh not used ex* tensively in the Rubber Industry, may hate applications in some of the diversified op erations conducted by rubber companies. Future applications are amnerous and undoubtedly many wQ beyond car present comprehension. Subsequent applications will necessitate that suflkwirt tboogbt and plan ning be given during process development, engineering design and production use. In order (o receive radioactive naterials legally tn sufficient qeanutic* to be poten tially hazardous, it is necessary to be li censed by the AEC sad meet the health and safety standards as outlined by Federal regulation. Furthermore, nave states at the present time have additional state registra tion requirements as a further safeguard. This means that an original installation then is a safe installation for the employee. FEDERAL. STATE REGULATIONS By the use of design criteria and operat ing procedures, audited by AEC inspection trams, the installation or use is kept safe. Personnel protective devices are utilised extensively, where needed, and include film badges, monitoring chambers, and dost' meters. Area surveys and air samples are performed by regulation to maintain the license; and at other intervals as indicated by operating difficulties. Radiation exposure to personnel in the rubber industry is not a new environmental condition. The application of nuclear tech niques to product development and process control can be adequately controlled so as not to presort a hazard to personnel. The employee in this industry is not receiving significant radiation exposures at this time and the knowledge for prevention of undue 26 exposure is available so that emergency pljButwg can reduce or alleviate potential exposures that might arise from catastro phes such as fires or explosions. The benefits to be derived from the use of nuclear energy techniques are tremen dously greater than the risk of occupational injury with our present standards, OFF-THE-JOB SAFETY dtuad Tab!* Dlseaisioi) EARLE ft. GARDNER. Conform* Chairman We are hiving a lot of off the job in juries via the power lawn mower, hunting and home workshop. Statistics have proven we axe losing a lot more production and causing human suffering by off the job injuries than we are by oa the job usuries. It is recommended that those of you who arc not keeping records regarding off the job injuries should do so for you will be amazed at the amount of time your em ployees are losing due to off the job injuries. One question asked was: What avie organisations as safety men or representa tives of your local unions can you obtain help from? Answer: 1. PTA 2. American Automobile Association (AAA) X Automobile traffic associations. ` 4. The garage associations. 5. The mayor's traffic committees, 16. Qiurcb groups. 78. FHrooumse tohregalandsi.es. 9. Newspaper*. 10. State Departments of Safety and Hygiene. 11. Union locals Following is one of the suggestions on how to start an effective off the job safety campaign. --An analysis of your experiences for one year. --Disseminate information through your regular line of communications as you do on the job safety campaigns. --Form on off-the-job safety committee. --Form a family safety committee con sisting of the wives and children of your employees. --Hold a family safety month is your community and ask all the civic or ganizations to participate. It was brought out that the automobile manufacturers are now putting the emphasis on safety and comfort at their products, rather than on horsepower. The formula for measuring the frequency and severity was the subject of considerable discussion and it was found that there was a wide difference of opinion as to bow this should be figured. However, it was gener ally agreed that the National Safety Coun cil's formula was at least basic Suggestions of ways to reach the home with safety messages were: 1, Post the answers to safety questions on the bulletin boards to the shop and make phone calls to the homes with a cash incentive for the wife having the correct answers. 2. Mail the house organ direct to the homes. X' Draw a comparison for the em ployees betweoi plant safety and off the job safety, such as in plant trucking and traffic safety, machine shop safety, to the home workshop, "Off the job" safety will keep the productioo lutes rolling and families united and happyisib 27 COMMUNICATIONS IN SAFETY Hand Tabla Ditcstlea) T. J. CAIN, Jit, Caafamea Laadtr Report oa Round Tabic No. 4--"Commumcations m Safety' by T. J. Cain, Jr. Conference Leader : 7*. /. Cain, Jr,, Direc tor of Safety, The B. F. Goodrich Co, Akron, Ohio. to homes, cards to homes on special occa sion, visual presentations, such as movies, sound slides, photo projection and safety workshops, a device the Union is begin ning to use. Conference Recorder: N. C. Longer, Glenn Gross of Firestone Co. used the Safety Supervisor, Passaic Plant United magic word wbei he stressed the impor States Rubber Co., Passaic, H. I. tance of listening to the other fellow, and T. J. Cain pointed oat that we get from a conference what we put into it In a few getting his ideas. Cain was delighted to hand over the dollar prize. brief words he stressed the importance of John Kumpel AFL-CIO urged that mate effective communications and laid the rial be presented in a clear, dignified, force* groundwork for our work. He announced fut and attention-compelling way. Mobile a prize of one dollar to be paid to the displays and message tapes were suggested. first one to utter the "magic word" which Cain reported briefly a contest that ended he felt was the real key to communications in the low man serving as valet for the bi safety. Each person was asked to stand, winner at the Congress. identify himself and name one communica {Compel said the URW has a film tibnuy tion medium he thought important: m great demand. He commended the film. --A weekly newsletter. "It's In The Cards.'* It was noted that the --Word of Mouth. ' --Messages in the plant publication. --Personal contacts. --Daily memo*. --Daily reports of conditions, and fol low np- --Following established lines. --Bulletin boards. --Monthly meetings. National Safety Council is a good source of safety films. -Among other visual aids to communications. Cross uses a 16 mm camera and his own films; some plants are using Polaroid cameras, equipped to deliver slides; Dale Knox of Dayton Rubber, uses a display of safety shoes that Have saved toes. Some plants hold meetings on company time; others have special arrangements. J. --Reports from (hie supervisioo to su M. Pspp, of Goodrich, suggests that at perintendents. any meeting, you will lam more by listen --Weekly meetings--use key men. ing while the men talk. Cain noted th* an --Written reports to the top, sent back down the line as directives. --Daily contacts--even by telephone. --Boards showing comparative stand ings. --F>eo-mtmite safety meetings. - --Post rales in departments, issue rale books. --Contests. --Direct communication with the worker. --Direct communications, but through super riser. At this point the ideas began to emerge, and the following were added to the list: Safety book racks, slogan contests, tetters intentional error checks on whether or not a report has been read. Cain also recom mended that symbols used in a report be explained, in case the message doesn't get through. Cain stressed the importance of a pta for use to combat rumors, in case of disaster. Public relation is extremely important. Cain read off a number of ideas repre sented by various displays and recommended w look over the NSC exhibits for more. Although ideas were still coming in, tim* ran oat and Cain dosed with the that "what we do is more important than what we serf* when we are trying to commuzumtc with people; and that eoe of the best things to do is--listen to the other fellow.^ 28 THE HUMAN FACTORS IN SAFETY by ROBERT L CRANK manager, Supervisions! Training, The Goodyear Tire t Rubber co., Akron, Ohio Goodyear Tire and Rubber company em phasizes safety through programs in super visions] training coafomces, and the safety department. A program, entitled "The Human Factors in Safety." was presented to approximately 3,000 supervisors in IS Goodyear plants. The program consisted of four, ooe-hour sessions and stressed the hnportaoce of supervisors' using good hwa relations in accident pre vention. We have had programs oa human relations, and --y on safety. But this was the first attempt to tie them together in one program. The three objectives is putting oa the program were; I. To help supervision recognize the types of behavior that frequently lad to accidents. i To help supervision analyze daily reports for accident prevention. J. To emphasize that good human rela tions plays as important part in ac cident prmnboa \V started tbs program with a review of the four foondaticos for good relations which we and a good many other companies tavc stressed in human relations programs: Let each person know bow he is get ting along. - Give credit when due. Tell him in advance about changes that will affect him. Make the best use of each person's ability. LEARN EMPLOYEES' PROGRESS In session one; we concentrated on the first foundation. Let each person know how he is getting along--safety-wise. But first we must know bow oar people are doing safety-wise. There are two major sources of information that can help supervision find out how their people are doing: I. REPORTS The reports available to supervision are: 1. Foreman's reports of injury 2. Hospital or first aid reports 3. Attendance reports 4. Production reports 5. Quality reports In our sessions we discussed bow each of these reports can help us prevent accidents. For example, foreman's reports point out: accident repeaters, hazardous operations and violations of safety rules. Attendance reports reveal conditions of health that icad to accidents, or that people are having difficulties at home. Production and quality reports may point out poor job conditions or personal problems of the em ployee. These reports can give us a tat of information that will help us to bnild a road to a better safety record. 2. BEHAVIOR However, reports are not the entire answer to accident prevention. The other source of information is the behavior of our people. There are. seven types of behavior which are accident hazards: 1. Anger 2. Indifference 3. Confusion 4. Fatigue 5. Carelessness , 6. Daydreaming 7. Worry We ended the first session with a discus sion of what action can be taken when these types of behavior are observed. Session two was devoted to the 16 safety rules of our company, because to let a person know he is breaking a safety rule we ourselves must know what the rules are. To give credit to our people for following the safety rules we must know what the rules are. So we attempted to get our supervision thoroughly familiar with' the rules. We used this technique: We picked the key word out of each safety rule and put it on a three by five inch card. One safety 29 1957 Notional Safety Congress rule ays not to use mr hoses to blow of our clothes, so we put the words air hot* oa a card. We distributed these 16 cards to the con ferees, and in discussion asked "Who has the card that says "<?ir hoseP* when some' body raised his hand, we asked what the safety rule was about air hoses. Normally they came pretty dose to die rule; and we discussed each rule and its importance. The conferees brought out many examples of accidents that happened because the rules out that this large range of differences was true in any group of people for any ability trait or characteristic. We <fiscussed the people who would most likely cause problems, and concluded that most problems would come from those at either extreme of the range. Then we said that although every ooc is different, there are distinct and similar types of personalities. Five of the common types of personality that can cause difficulties are: were broken. 1. The fellow who is sloppy IOOCING-OUT RULE 2. The tough guy Session three was devoted to one of the safety rules: "The sane engineer or engi X The show off 4. The load mouth neering supervisor is responsible for prop* eriy safeguarding against dangerous cooditiocs developing during the progress of a repair job.** The area of safeguarding ma chines from bring started when bong re paired U potentially very dangerous. In our company same mari**"** are quite large; extending three to five stories high, ft would be easy for a worker to start such a machine when someone was working on it, if proper precautions weren't . To drive home the necessity for "locking out" a machine every time it is worked on, 5. The practical joker The sloppy mm is frequently lazy, leaves things lying around. The tough guy thinks safety is for sissies. He's the fellow who runs the iwwJuue with the guard off. He's much too tongh to get hurt! The thot off is interested m calling attention to himself. He will take darters to get people to notice him. The loud mouth attracts attention to himsdf by telling others how to do their job. He's the authority on everything. The fast one. the practical joker can give us a pretty rough time. we showed a film, "It's in the Cards," pro duced by the Abititi Paper eo of Canada. In our conferences we asked the conferees to note the behavior of the people to see if they could pick any of the seven types we discussed in session one. The problem is not how to recognize than but how to handle them. The session coded with a stxnmary of the four sessions and the four foundations for good relations. Any house of safety would have to be built on these four fomdttioai We concluded the session agreeing that it is important to observe the behavior of our people to prevent accidents. 1. To let each person know bow be is getting along, supervisors must know the aeddmt. hospital, attOKhnce; production and PERSONAL TRAITS EMPHASIZEO In our last session, we discussed how people are both different and alike. Some times we overlook that people are so dif ferent. one from the other. To demonstrate this the" conferees participated in a little experiment. We gave them a number and asked them to double the number and then re-double as far as they could go in 60 seconds. quality reports with an tmderstandxnc through observation of (be behavior of our people. 2. To give credit when doe, supervisors should have an attitude of fairness and sincerity. 3. To tell people In advance about things that will affect them "safety wise" they must know the safety rules. 4. To make the best use of each person's After the minute was op, we read correct ability they need stall in leadership remem answers and asked them to mark on their bering that everybody's differait and recog paper how many times they bad doubled the nizing people must be treated as in number correctly. In every class there was dividuals. a terrific range from a low of two or three These are the foundations upon which times up to 20 or 21 times. It was pointed any house of safety must be bufled^ JO OFFICERS OF THE GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--RUSSELL. FRANK, Ferro eorp^ Cleveland, Ohio. First Vice-Chairman--CLYDE C. RUDDICK, Pittsburgh Plate Glass ox, Pittsburgh, Pa. Second Vice-Chairman--JOHK V. SKENDALL, Harfeisoo-Walker Refractories ax. Pittsburgh, Pa. .iVcrffcry--EDWIN L. WRAY--Ball Brothers ox, Inc^ Muade, lod. Program Committee Chairman--THOMAS R. DOKOGHUE, Pittsburgh Plate Glass ox, Pittsburgh, Pa. Membership Committee Chairman--A, H. BURKETT, Owens-Illinois Glass to, Libby Glass div, Toledo, Ohio. Engineering & Health Committee Chairman--W. G. HAZARD, Owens-Illinois Glass ccx, Toledo, Ohio. Sewsletter Edi/or-yRUSSELL FRANK, Ferro corp- Cleveland, Ohio. Safety Promotions Committee Chairman---JAMES L. MORRIS, The Federal Glass Ccx, Columbus, Ohio. Safety Contest Committee Chairman--JOHN V. SKJENDALL, Hartrison-Walker Refrac tories ea. Pittsburgh, Pa. Associations Committee Chairman--WILLIAM KOPPUT, Owens-Coming Fiberglzs co., Newark. Ohio. ' Of-The-Job Safety Committee Chairman--KARL STEINKRAUS, Owens-Illinois Glass co, Alton. III. Staff Representative--J, E. CROUSHORE, National Safety Council, Chicago, III. Jt OFFICERS OF THE RUBBER SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--C E BECK, St. Chur Robber ca* Marysville, Ukh. Vtce~Ckanmem m Charge of Program--U. JL BATCHE. Flrutooc Tire Ic Rubber co* Akron, Ohio. Secretary--W. J. DOOLING, B. F, GoodriA Footwear sad Flooring co* A div. of The B. F. Goodrich co, Watertown, Mass. XewtUtter Editor--A. R. POMEROY. The OWo Robber c*. WIBo*faby, Ohio. Engineering Committee; Chairman, N. Cl LOKGEE. U. S. Rubber co. Passaic, N. J.; ED TURNER. The Goodyear Tire ft Robber co. of /~iimjh. Lid, Toronto, Canada; A B. UAIN'ES. RcgnfcGc Robber dir. of die Lee Robber Ic Tire conn. Youngstown. Ota* Health Committee: CWmm, R. H. WILSON*. MJ>* The B. F. Goodrich an. Akron, Ohio: W. L. HOGUE, M..D. The Firestone Tire it Robber can. Akroo. Ohio; W. A McGAUSLAXD. M.D* B. F, Goodrich Foorrar and Flooring ca. A div. of The a F. Goodrich ca. Watertown. Mass.; F. W. SAXOS. U. S. Robber on. New York, Membership Committee: Chairman, K. B. DAVIS, B. F. Goodrich Chemical ca. Cleve land. Ohio; *W. M. GRAFF. U. S. Rubber co. New York, N. Y.; J. L DEAN, The Firestooe Tire & Rubber co. Memphis, Tam. Poster Committee; Chairman, D. KL CORNELL, The Firestooe Tire It Rubber Ca, Akroo. Ohio; F. J. FRAME The Goodyear Tire Ic Rubber co. of Michigan, Jackson, Mich.; G. A MILLER. The Gates Rubber co* Denver, Ohio. Trade Association and Liaison Committee Chairmast--D. M. CARSON, U. S. Rubber ca, Detroit. Midi. Rules and Regulations Committee Chairman--C. S. KRUGER, Carlisle Tire & Rubber Division of Carlisle corp* Carlisle, Pa. . Publicity Committee Chairman-- RAY HART, The Dayton Rubber co., Dayton, Ohio. Statistics Committee Chairman--I. G MILARCH, Corduroy Rubber co., Grand Rapids, Mich. Mechanical Goods Committee: Chairman, G R. COVERT, The Goodyear Tire & Rubber co, Akron, Ohio; G. E. ROSE The Wooster Rubber co.. Wooster, Ohio; T. F. DAVIS, B. F. Goodrich Sponge Products, div. of The B. F. Goodrich co., Shelton, Conn. Reclaim Manufacturing Committee: Chairman, *R. M. BOYLES, Midwest Rubber Re* claiming co.. East St. Louis, W.; *R. W .FICKJES. The Goodyear Tire & Rubber co., Akron. Ohio: *T. J. GAIN. JR* The B. F. Goodrich co* .Akron. Ohio; P. E. DERY, Dominion Rubber ca. Ltd, Maetnal, Canada; C G. TRAVERS, U. S. Rubber Re claiming co* lac, Buffalo. N. Y. Rubber Laboratories Committee: Chairman, R. A. MANNING Tbc Goodyear Tire & Rubber co* Akron. Ohio: F. B. WILLIAMS. Carlisle Tire 9c Rubber div. of Carlisle corpL, Carlisle Fa; E. J. FRANCOIS, United States Rubber ca. Research Cotter, Wayne, K. J. Fire Safety Committee: Chairman, +G, H. BURKHARDT, General Tire and Rubber tax, Akron, Ohio; J. J. RAYTKEWICH, U. S. Rubber ax, Joliet, I1L; N. R. HUNTER, Duo]op Tire ft Rubber conx, Buffalo, N. Y. Off-The-Job Safety Committee: Chairman, E. R. GARDNER, Akron Chamber of Com merce, Safety Council, Akron, Ohio; S. T. BURROWS, The Mansfield Tire ft Rubber etx, Mansfield, Ohio; *S. A WRIGHT, Inland Manufacturing div., General Motors eorpi, Dayton, Ohio. International Synthetic Rubber Safety Association: Chairman, G. T. SHUSTER, Texas U- S. CbenJral col, Port Nccfaes, To.; H. M. ARCHER, Pnro-Tcx Chemical corp., Houston, Tex.; E. F. METZ, Copolymer Rubber ft Chemical corrx. Baton Rouge, La.; R. L KELLEY, American Synthetic Rubber corps Louisville, Ky.; J. A BROWN, Petroleum Chemicals, Inc, Lake Charles. La.; F. C STARBIRD, The Flrestooe Tire ft Rubber ax. Synthetic Robber div, Akron, Ohio; N. P. BARKER, General Tire ft Rubber ax, Odessa, Tex.; L. W. BOULTON, Polymer conx, Sarnia, Ontario, Canada; J. C UTLEY, Firestone Tire ft Rubber ax. Synthetic Rubber div., Lake Charles, La.; K K. KETCHEL, United Rubber ft Chamcals, Baytown, Tex. A<hisory Committee: H. L. ANDREWS, The Firestone Tire ft Rubber exx, Pottstown, Pa.; *T. H. BOYD, Manhattan Rubber div. of Reybesto*, Manhattan, Inc, Passaic, N. j.; *R. A BULLOCK, Corduroy Rubber ax. Grand Rapids, Mich.; *G. D. CROSS, The Firestone Tire ft Rubber co, Akron, Ohio; "R. S. FARNUM, U. S. Rubber ax, Detroit, Mich.; `ROLAND KASTELL, U. S. Rubber co, New York, N. Y.; *J. T. KIDNEY, The Goodyear Tire ft Rubber co-, Akron, Ohio; *J, E. LOVAS, U. S. Robber ox, Passaic, N. J. , Staff Representative--J0HN D. GALLAGHER, National Safety Council, Chicago,' I1L Put General Chairman Other Volumes in this Series IS7 | lURRENT SAFETY TOPICSUsers oi this volume will find much value in its compamoQ volume*. Here is tbe list: Vol.No. TITLE Stock No. 1 General Session* end Detailed Index to alt Volumes........................................... .. 02227--I 2 Aviation: Aeronautical Industries Section k Air TransportSection..................... 022J7--2 3 Satie Steps in Accident Prevention................. .. 022-27--3 4 Cement anlt Quarry Industrias............ ...................... .......................................................M2J7-- 5 Chemical industries .......................................... 02217*-! A Coal Misiaf Industry............................. ..................................... .. 02227--4 7 Construction Industry and Public Employment (Public&npfoye* Section}... 022-27--7 I Electrical Equipment Industry and Public Utilities.............................................. .. 022.27--4 9 Farm Safety .................................................................................................. ......................... 022-27--t 10 Fertiliser Industry ...................... ............................... .................................... .. C22J7--10 It Food. Meet Pactinf k Leather Industries. Trades andServices.................. .. 02L27--11 12 Glass and Ceramics Industry and Rubber Industry.................................. .. 02227--12 13 Heme Safety .......................................................................... ................................................ 022.27--13 14 Industrial Subject Sessions (Sponsored by ASSE)........................................... .. 02L27-- 14 15 Labor ..................... ..................................................................................................................02127--IS 14 Maritime Industries (Marine Section)...................... ...................................... 027.27--14 17 Metals Industry........ ............................................................................................................. 02227--17 14 Metals Products Industries (Automotive and Machine Shop Section Power Press and Forging Section)...................'.............. ........................................ 022-27--11 It Minin* Industry ................................................................................................ 022.27--It 20 Motor Transportation Industry (Cammsrcial VehicleSection)............................. 02227--20 21 Occupational Health Nursing Section.............. .. 022.27--21 22 Petrol*** Industry ............................................................ ............. ........................... .. 02127--22 23 Printing and Publishing Industry.............................................................................. .. 022-27--23 24 Pilp nod Paper Industry........................... 022-27--20 24 Railroad Industry ...................................................... ........................................................... 02227--24 24 School and College Safety............................................................................................... 02127--24 27 TreGe Safety................................................................... ............................................. .... 022.27--27 21 Transit Industry ................................... ................................................................. ................ 02227--21 2V Wood Products and Textile Industries............ ...................... .................................... 02227--29 30 Early Morning Sessions. "Human Relations and MamManagemenf*..................077 27--30 HOME SAFETY ,I Volume^ PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less page*-- 13 to 24 pages-- 25 lo pages-- 49 to 96 page*-- Over96 page*--^ 1199 copies Beck $0-25 -35 .45 0 .35 W to 99 copies Each $070 -24 .37 .50 25 100 to 999 copies Each $0.17 2S 33 .45 .70 1000 or we Each $017 25 J3 .45 20 Complete set of Current Safety Topics (30 vois.)--$950 Stock No. (22.17 All prices shown are subject to a 10 per cent discount to National Safety Cotad] auntui. Transactions of the 43th National Safety Congress (October 21-25, 1952, Chicago, 111.) NATIONAL SACTT COUNCIL 424 NORTH MICHIGAN AVI. CHICAGO If. ML. ;Mltt02 Miarts in #..*. 02227--12 36 -V.l TfO-XAt, SAFETY COUNCtE ... u yiruein AVENUE. CHICAGO 11. ILLINOIS CONTENTS How to Interest People in Whet They Don't Went to Know (A Symposium) Remarks of Fairfax M. Cone. .. . Remarks of Pierre Martineau. . ., Remarks of Victor M. Ratncr . 5 7 10 The Need for Research in Home Accident Prevention (A Symposium) Remarks of Fay M. Hemphill Remarks of Albert P. Iskrant.. Remarks of Floyd A. Van Atta. 14 li 19 The Role of National Surgical Organisations in Public Safety ................... Or. James K. Stack 21 The Accident Prevention Program of The Public Health Service Dr. James L Goddard 27 The 1954 Home Safety Inventory. .. , , .............. A. F. Schaplowsky 32 Home Rre Inspections by Fire Departments Community Rre Prevention Planning. . Chief Reynold C Mafmqutst 34 , , , E. W, Fowler 37 Let's Stop These Fire Deaths! . , Percy Bugbee 39 Off-Tbe-Job Accidents Hurt Industry Too... ............J. L Ridingcr 41 Flexibility and Feedback Programming for a Multi-Location Operation. . . M. Frances DeVfnc 45 Consumer Education and Protaction.. . .Jack H. Cornelius 41 Women's Safety Councils--The Bast Way to the Men. ..... ,J. H. Williams 51 Safe At Home. .......................... . .William V. Kahler 53 2 LEARNING TO UVE . . . framing to livr flffiy--was the drawing cant which brought more than 13,000 men women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the btest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play afdy. This was the reason the National Safety Coastal was organized leu than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through sdeace and technology, man is progressing to increasing speeds in (ravel and production, and increasing dangers 'new dangers never before encountered. These, in addition to the everyday hazards of tile, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume U a handy reference to different phases of acadent prevention. The complete set of volumes are listed on the bade page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available m the National Safety Couocil files. Views expressed at the Congress or in any voltnnc of Current Safery Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE HOME SAFETY CONFERENCE This volianc is a record of the sessions held at the 1957 National Safety fnigu ii by the Home Safety Conference. The conduct of these Congress ifTiinw each year is only one of the many cooperative activities which the Conference earns on in behalf of its members, and for the benefit of accident prevention work in the home. The Conference gives guidance in the prepara tion of a great variety of technical and educational material useful in the day-to-day safety programs of the home. The activities of the Conference are under the direction of its executive the members of which arc listed at the close of this volume. 3 HOW TO INTEREST PEOPLE IN WHAT THEY DON'T WANT TO KNOW REMARKS OF FAIRFAX M. CONE chaiiman, Executive committee. Foote, Cone & Belding, Chicago l know almost nothing about the organi sation of your work for safety*. I can only talk to you a little but out of a fairly long experience in selling, and most of this through advertising. But it just may be that advertising, prop* crly planned--with the right appeals, and done according to certain standards, can be important in reaching certain objectives. The thing here, as everywhere, of course, is how advertising is used. For advertising without a plan is no better in most cases than no advertising at alL I am not at ail sure that advertising of the means and the rewards of safety--in any of Its area* of interest, can ever be wholly planned- There may simply be too many wellmean ing people and dedicated organizations at work in the field--each going his own way or its own way, to make possible the unified planning that makes good advertising effec tive. On the other hand, advertising may be helpful. For advertising is one of <>ur most powerful means of communication. And it is our only controllable one. It is the only one where you or T can say what we want to say, when and where we want to say it--without change and without interference. The great problem is to make advertising, in cases like this one; a part of a plan. When you can. fear means are more productive. PLAN ADVERTISING Over a long period of years, ever since I was a little boy, the press and the periodical press, and later the radio--and, still later. doruioB, and pastors and priests and rabbis, all worked at the problem of voting. And all that happened was: the percentage of eligible voters who went to the polls declined --steadily aad drastically. The bett sdfish reasons that could be presented were of no avail. The trouble was that there actually were too many argu ments. So one coutd hear any of them, or see any of them, because of the din of the sounds and the confusion of all of them. There was nothing wrong with those argu ments; in fact, they were very good one*. But no on* stood out There was no voice of authority; no single command And 1 think this is a little bit like our current campaigning, for instance, for traffic safe*' It needs not more money to be spent or more people to be interested in it; but only more planning. This is what happened to getting out the sole. One simple idea--"See you at the polls," became the slogan and the selling idea for everyone who was interested: radio, tele vision. press and pulpit, and millions of school children working on their mothers and lathers--did it campaign got voters A single campaign turned the tide; voting increased everywhere in the country in 195Z A repeat of that campaign, that single theme, further increased the vote in 1956. Now, I certainly cannot tell you what the thane of an advertising campaign for traffic safety should be, or how much or what kind of an organization would be required to successfully back it up. But I can tell you that various efforts under a variety of aus pices at varying levels of intensity are not the best way to sell anything. There are right ways and there are wrong ways and, in between there are indifferent ways. What is worst of all are the mis guided ways; and these, more often than not are the uneducated ways; the amateur ways. The men and women of the National Safety Council are professionals. I think they can do no better as a starter than to try to rule out the amateurs. Sticking to traffic, as an example I would hope that you could regulate signs and no- 19$? Xotiortai Safety Congress tices, and establish professional standards. have some of the effect there that consistent Here are two examples of what I mean. advertising has for products and services Anyone who has drivoi on Chicago's whose worth is nothing compared to human Outer Drive has sees what is surely one of lives. * the most oversigned roadways in the world. 1 believe the same kind of planning of Almost every lamp post carries some kind of message. Highway numbers are easily confused with speed limit signs. And al factory and plant signs--and perhaps even home safety instructions, backing up your best educational efforts would be no less most every* overpass is decorated with highly effective. embellished warnings to drive carefully. STANOAJtOlZS AOS So highly embellished are these, with so The thing is to standardize--on profes many different messages, in so many kinds sional standards. and sizes of type, that to read them surely I can give you no better example of what must create a traffic hazard in itself. this may mean than the campaigning against SIGHS CAN IE HAZAJtOS Every time I see one of these I am re minded of another traffic safety sign that 1 saw on a narrow, twisting road in Sonoma county, California, between Petaluma and Rio Nido, on the Russian River. This was on the back of a billboard structure that faced north. Coming from the south I saw a line of white letters on the dark back of the struc ture, letters about live inches high, and when I got right even with them, peering across the road. 1 was just able to read--in the face of oncoming traffic: forest fires since 1941. My own company happens to have made the very first outdoor posters with Smokey Bear. We also made the school posters, the radio warnings and the television films. And we've made them to a single standard, for a single integrated plan, mapped out with the forest service of the U. S. Depart ment of the Interior. Last month 1 beard Richard E. McArdle, chief of the U. S. Forest Service, tell the story* of results. Up to 1942 the number of forest fires was increasing rapidly. Then there was a sharp decrease. During the war years there were many fewer people in the "Drive safely, the life you save forests. However, at the cod of the war may be your own!" there began a greatly stepped-up activity-- 1 have no doubt of the good Intentions of the man who painted those words on the back of that billboard structure. But f more visitors, more timber-cutting, more land-clearing and rood-building; and the number of fires iwcmltd sharply. also have no doubt that the result could be awful. Incidentally, on that same drive, crossing the Golden Gate Bridge from San Francisco to Marin County, I saw what I believe is an example of very good signing. There are exactly three signs on that span; three each wa>, that is. "One large one posts the speed limit. --One medium-size one marks the county line. --Oiwr*other targe one says: stay alert. And there isn't any picture to distract you from the words. Let me say again that I don't know whether any standardization is possible, either in the design of highway signs or in their wording. But if there could be generally (much as there is beginning to be on the toll roads) SMOKE/ CUT FIRES N'ow the Forest Fire Prevention campaign took hold. Approximately 350(000 fires a year were expected at the time and there were less than half of that number. In 1942 fires blackened 30 million acres of for est land. By 1956 this figure was down to six million. During the 15-year period of this cam paign, McArdle said there was a total of 600j000 fires expected that did not start. There were 260 million acres of forest land that did not bunt according to schedule; and there was 10 billion dollars of foreost dam age that did not occur. The timber and water and wild life saved and sod preserved passes any possible dollar estimate. This was the savings through the kind of planned warnings and planned aatkeal campaign that I hope may some day the results would be startling. They could be yours, dk 6 REMARKS OF PIERRE MARTINEAU manager, Research & Presentation Division, Chicago Tribune, Chicago One of the most battered cliches in the CONSIDER THOUGHTS. IEHAVIOR world of the social sciences is "the indi I suggest that we take the largest possible vidual as a whole." Educators talk of overview of behavior. Men's thoughts and "teaching the whole child"; psychologists their behavior--and change in their thoughts mention the "personality as a whole"; and and behavior--have two major influences on sociologists stress "the relationship of them. The first of these is what the indi , groups to the whole person.'* vidual man wants to da At the simplest In talking about the individual as a whole, level, when he gels hungry, he wants to eat however, the exigencies of language force --no nonsense about it But every time a us to talk of sections of the personality-- man is hungry, be doesn't ut And when re speak of "knowledge," "Information," he doesn't eat, it is because of the way that "interests," "needs," "predispositions," "be he secs the world around him. liefs" and "attitudes." As men have sought A man having a job interview doesn't to understand personality and the reasons pull a candy bar from his pocket in the 1 why other men behave the way that they do, middle of the interview even though his there has been a compartmentaliration due to stomach may be growling away; it isn't the these words--an isolation of "factors of the thing to do at this time or in this place. mind." The world outside the individual brings TERMS ARE THEORETICAL pressures to bear on him--pressures that modify what he can do, the ways he can To be sure, writers always add a preface do it, and when he can do it. or foreword that states something about If we want to change behavior--that 1a the dynamic interaction of various factors, to influence people to do something they but when the chips arc down, the conversa are not doing, and to tell them things their tion usually toms to a description of how a ears are dosed to--we should try to under particular "belief" or attitude^" by itself, stand how the two considerations of indi influences what somebody or some group vidual wants and group pressures relate to does. each other. Just as there is so such thing as an ego. o too Is there do such thing as a nxL INTERPRETING COMMUNICATION Mi our terms are only theoretical guesses Take a common piece of behavior and , about what exists within the churning mass communication--a friendly face to face con of a man's brain. We shuffle explanations versation. Going into the conversation, each and regroup hunches; we alter relationships member aIready has ideas about the other-- and construct systems of behavior that we his habits of speech, his status position and think does a better job of explanation. power, an evaluation of him as a man. But we always have to remember that When A says to B "nice job you did," B there is no surety that we are correct. The immediately interprets the message. Is he responsible social scientist is always sensi- really giving out congratulations, is he being * live that it is a dull knife with which he patronizing, or is be saying "It's about time is cutting the pie of personality and the >x>u did something good"? The past experi explanation of behavior. ence of the two men will give the listener The great contribution of Freud to the the cues to interpret the message. social sciences was that he sharpened the A's meaning may be greatly distorted, but knife, and by so doing, changed the distribu it is the interpreted meaning that B will act tion of slices. But many of Freud's fol on--not the intended meaning. With the lowers have been overly rigid in their view interpreted meaning now serving as the ' of behavior--just as the more "scientific" "motivator to action"--the listener will come camp has been overly rigid in so precisely up with a reply. He might say to himself looking at factors that they have forgotten "of course," or "Thank goodness" but this where the factors came from. will not be his reply, just as the message 1957 National Safety Congress was altered m meaning, to too will die reply be altered. If A was president of the firm, the answer might be "thank you, oh sir." If A is a mailboy, the reply might be as impstiqa nod. The output will be modified aad (fit' torted just as the in(Ait was. Tbe effect of behaving the way that you seasaf to behave to the answer will be weighed, and your reply will depend at least on these two levels of interpretation. This is a theoretical 'example of a utaition in the smallest possible group. Let's look oow at an experiment which shows tbe same skeleton form of behavior m a larger group and with a message that had little appeal to the audience. GROUP IGHAVIOft During World War II, there was a strong movement urging housewives to serve cheaper cuts of meat. For the most part, the early parts of this campaign were a flop; housewives did not want to, and did not serve kidneys and beef hearts--these foods did not fit into their image of the good housewife. In order to convince house wives--to tell than something they didn't want to know or do, a social psychologist experimented with two different approaches to selling the idea of serving sweetbreads, kidneys and beefhearts. With one groups he had an authority--a sweer, motherly home economist--lecture a group of housewives about alt the advan tages of these foods. The economy, the nutrition, savory methods of preparation, and the contribution to the defoue effort were all mentioned. Tin's home economist talked, and the housewives listened. The end result was that 4 per cent of the housewives served the foods that they were informed about m a eocrviviai lecture. DISCUSSION GROUP EFFECTIVE Another group, very similar to the first, had the same information presented to them --price, economy and so on. But the tech nique was to give them a short talk first and then a discussion period about bow husbands would react to the foods, cooking odors, aad any other questions that the housewives felt were important. This group--(he discussion group-- had eight times as many housewives go out and 8 serve the food to their fwniTirj as the group that was jat told abent afl the benefits of weahcnk The information ciawnanicatel was the nu in both eases--the knowledge that the women bad was the same--fawt this startling difference came about. The crpbnatioo that has lea given caters about the interpreta tion that Ac housewife gave to the results of serving the food. Ko matter how "right" she frit terriog brains, or how "good" it would be foe her family, the faerie cccridelation was the acceptance of tbe food by die family. In the gitam fixmas amtioo, the staring ot die problem wish ocher house wives tbowed up the individual housewife's concern--usd the gtunp gave her the confidmee that she would not look worse in her family's ryes for m ring the food; at lease, she would be oa none off than other women is her same position. The same man. Kurt Lewm. showed that the same remits could he obtained with as important an area as a mother's wish to take good care of her child. The value of serving orange juice to infants was pre sented a the nine two methods and the swot occurred. Those who just heard about haw good orange juice was for babies did little about it; those who dis cussed serving orange juice actually did do something--(hey were positively influenced to serve orange juice to their children. FEAR MOTIVATES SAFETY These are both examples of how relating the knowledge to a group situation activated the knowledge--made it a stimulus to be havior instead of idle thought Information alooe never sells a thing--information must have with it a catalyst that will produce action, which, directly or indirectly, is the goal of most communication. Safety is centered arotmd fear; we don't take safety measures bemuse there is some inherent valoc in bring safe; we are safe because we are afraid of being hurt or hurting others. Advertising and promotion in prior afety campaigns have played on the fear element and "you can't afford not to be" has been an outstanding example of this. Fear is a necessary port in the selling of safety idm. but to be effective, the proper * w > l > . Home Safety amount of fear has to be injected into the communication process. If there is too much fear, the listener will be repelled by the whole business. If there is negligible fear, he won't be disturbed enough to do some thing about the threat that you present to him. To be most effective, the appeal must first arouse anxiety and then present a believable solution to tbe problem. One of the major advantages of using fear is that it is an emotional rather than an intellectual or rational approach, and is thereby more powerful in stirring up feel ings. EMOTIONAL APPEAL IEST Lewis's studies, and the experience of many advertises, shows that information alooe is not enough. Tbe cancer threat in cigarettes has not banned long term sales; in polities a study has shown that an emo tional appeal produced a IS per cent greater vote for a party than an identical appeal which was rationally based. Information is necessary, but it can never be relied on to carry singly the burden of influencing others. A famous study m dental hygiene shows how the strong emotional approach of fear and various intensities of fear influence tbe receivers of a message. The same dental health information was presented to three different groups. The first group was given a strong fear approach --the showing of gory pictures, dire threats and the like The second group was given a more moderate dose of the same treat ment. The third group was presented with material to a low fear setting. Tbe result? The low fear group showed a 36 per cent improvement toward better hygiene, the moderate fear group a 22 per cent improve ment, and the appeal in a powerful fear setting produced an 8 per cent improvement. Four times as modi success with the low fear approach as the high fear approach. But this was not all. The three groups were followed up and all were exposed to information that belied everything they had been told about dental hygiene. Despite this contrary evidence, the low fear group still believed what they had been told first. But, the moderate and high fear groups switched their allegiances to the last mes sage. Thus, in terms of both long and short term results from the message, the low fear setting was far superior to the other two treatments. Powerful tool that it is, fear cannot be used indiscriminately. COMIINE GROUP. FEAR FACTORS Both the group and fear can be effectively united in a campaign to further safety. We know that fear is powerful if used properly, and we know from observation how impor tant others are to an individual's ideas about safety. Consider a man driving. It is quite likely that if his wife and children are with him, he will fae more careful--and not just be cause of the wife's nagging. He may be devil-may-care and ignore the skull and emubones signs, when he is alone, but the presence of his family forces him into a responsible role To some degree, all of us have a sense of "personal invulnerability." But the sense that nothing U going to happen to me--the sense that makes for carelessness and acci dents--can be short-areuited by arousing the important image of the family. Now, this won't be easy. The home par ticularly is a haves from the struggles of the world--a safe place to retire to at the end of the day. If too strong a campaign were used, the campaign ideas run headon into this idea of the comfortable retreat EXPLAIN JOS. HAZARDS Better to state positively to the man his job--that of providing a safe place to live for lux family. Shore up his confidence in this. Then inject a little fear by printing out the common accidents in the home and on the rood. After he is slightly concerned, offer solu tions that will eliminate the concern. The safest (psychologically) of all place*--the home--can be made even more safe The feeling of safety can be sold at the same time that responsibility ran be sold. The individual is reached on two level*-- his own personal, and individual state of well being and his job to the group, his family. It is more difficult to communicate via one of the mass media than it is oo a face to face basis. But practical considerations force us to think in terms of the mass media. 9 1957 National Safety Congress SELECT WGHT MEDIA Use media that have high prestige, ft has been found that a message gains a great deal (rara the "rnboff" or association with the media in which it appears. To increase bdicvability and impact in your message, a solid and serious television show would be better than sinotice comedy; the major newspaper in a city would probably be good, as would be association with a high status commentator--say Edward R. Murrow. There is a greater risk la television than in other media of arousing too great a fear. Go soft on the more blatant results of carctettBcss; imply them, but don't show a (fistorted mao hinging from a car. The running media of radio and television can offer a good deal in sequential develop* meat of the "fear then resolution" idea. The print media (magazines and news* papers) can give more weight to pour mes sage by nature of the public's perception of them. The broadcast media are primarily light; the print media are primarily heavy. Basic to every man is his allegiance to himself and to his group (be it family or friends or community). The roost success-' ful communications will be those that play on both allegiances; communications that offer to the man as iodivictual greater hap* pines and to the man as group number a more adequate biting of his responsibility REMARKS OF VICTOR M. RATNER vice-president. Benton 9t Bowles. New Tori city Let's start with some specific questions, for example: "U it pemiblc to interest peo ple in whet they don't want to know?** Or: "In order of importance, which of the following have the greatest positive reac tion. from the standpoint of safety precau tions: pictures, the written word, the spoken word or personal experience?** And just one more, of the many ques tions received: "Are mass media effective In influencing a change in people's habits, to the same degree as in the purchase of some thing which gives immediate satisfaction ?" "Is it possible to interest people in some* thing they don't want to knew?" The an* nrtr i "Km**--in almost ever)* case. "What creates the greatest positive re action ...?** 1 would place "personal ex* per>ence" and "face-to-face" communication so far ahead of tlie "written word" and "pictures" to put them into separate cate gories. Furthermore, I would suggest (hat--in such a complex area as safety precautions --you cannot begin to move people very much or very far with the "written word" and "pictures" alone, unless these are some how used together with "personal experi ence" and "face-to-face" speech. As for our third question: "Are mass media as effective m changing people's hab- 10 its. as they seen to be in getting people to buy spcdSc merchandise . , my iwif. here, would be a large and fiat "No." EVStrONE WANTS TO KNOW These may guide us toward answmag al most any question. Let's look, thov at the first question again: "Can we really inter est people in anything they don't want to know?" If we stopped at that, the answer, of course, would be that we caanoc But this needn't be discoaraging. For Aristotle pointed out. a tong time ago. that "all mew have the desire to knoaT--and this is true, even if it be only a desire to know who is going to win next Saturday's football game. Certainly, every normal human bring tr interested in many things. Certainly, be is interested in himself and in his family. And just as certainly, the real question you face is. "How can I best relate what 1 want to my to something he is already interested in?" If you can, you eta reach him, and you can teach him. But you must realize that this is a two-step process. You must first take the trouble to interest your man. And then, you do your teaching Putting this another way--one of the axioms of effective communication says that: "''wt must start with where your audience Home Safety is, not with where you are." And surely, anyone you are trying to reach has some interest, same need, some desire, u> which you cm relate yourself and your message; something in which be is interested, rather than something in which yoo are interested. RELATE TO NEEDS You must find this need or desire, and use it to anchor an emotional or intellectual "bridge" between you and your audience. You then send your message to them over this "bridge." If yoo don't, it's as though you are shooting from hank to bank across a wide river. This is fundamental to all ti^f*ng and all selling, whether you're {dine a man a new boose, a oew car. a new bat ... or a new idea. The baric act of selling ts to try to retue something to someone rise's need or desire. You must make hem ltd that this some thing win serve one of his needs or desires --or why should he boy what you have to seff. whether it be "better schools" for his >^j. or * Wand at brer, or *vm the Brooklyn Bodge? Yon see. I am aoc dbensring the morality of seUing but the aa of selling. Until you hove figntwl one writ need or desire you can serve in someone else--and until you state it soniinang to him--you cannot begin to sell a person, or even interest him, in anything. This itBiiob ax of something I ooce said while discussing a curious prejudice about the power of advertising. Oddly enough, h is a prejudice in favor of adver tising, hi Use minds of its friends, and simultaneously, a prejudice against advertis ing, in the minds of its critics. It is the often-repeated claim that "advertising ere~ ates desires.* Or, stated negatively, Madver~ tiling mokes peofde buy things they don't wont." AOS DONT CREATE 1 think both the friends and critics of advertising are repeating a myth which has no substantiating data behind it They have only hunches and opinions about it Advertising, I am convinced, cannot cre ate a desire. It on calf capitalize on an existing one. Thus, advertising which sold orange juice to mothers, derived its inher ent power out of the desires mothers have to feed their children wdi. That desire was there, long before advertising or orange juice. Such advertising told mothers about a new and healthier way to feed their children--a useful educational function, but not the creation of desire. Does anyone think advertising "creates the desire" la women to look more beautiful or to wear new clothes? This is something which started, I be lieve, in the Garden of Eden. And I refuse to think of the serpent there, as the first advertising man! It's much the same with automobiles and washing machines, and even beer. People have desires for such things. That's the only reason advertising can help to sell them. Similarly, you must effectively relate the Important story you have to tell to some basic desire of people--in their terms, not your terms--and then you can hope to move them. But let's try to g even more funda mental than this, in analyzing just what it is your communications must try to do. Where do you start, when you're planning any type of communication? If you want it (o be effective, you must begin (either consciously or unconsciously) with a full realization of the fact that all communica tion has something very like the structure of a sentence. ELEMENTS OF COMMUNICATION A sentence, as you know, always has a subject, a verb; and an object. And the meaning of each of these influ ences and modifies the meaning of the others; and of the sentence as a whole. Therefore, even a slight change in any one of these can make quite a drastic change in the meaning of the sentence. Consider, for example, a sentence as sim ple as "John loves Mary." You could prob ably. write a whole novel aboOt changing justone word here: "John loves Sally." You sec, Mary is John's wife. And Sally is her sister! Or change it to: "Jim loves Mary." The confusion is compounded. Jim is Sally's husband! You sec how intimate the relation between the subject and object can be? What does this suggest about "com munication"? Well, like every sentence. 11 1957 National Safetv Congress every connsunication has three elements-- each of which determines the meaning and values of the other two. There ts a subject--which is the "content** of your communication, what it it you want to say. There is the "form** in which you say it --how you express and transmit the "con tent." which includes both the medium and the words >*00 use. And then there is your "audience"--the object of your communication. RELATE THE ELEMENTS Obviously, until aS three of these "con tent," "form" and "audience"--are carefully and successfully related to each other, your communication is not likely to have the re sult you want it to have. What you have to say must be properly and precisely related to your "audioice." How you my it must be properly and pre cisely related to both your "content'* and your "audience." When these three are not effectively re lated the communications fall tragically short of communicating. It is here, I think, that we find the fundamental differences between an amateur communicator and a good professional communicator. The amateur is generally in love with his message. He tells it in his own way, in media of his personal preference. He is known as "message-oriented." He feds that *hat be has to any is so fascinating and important Urn everyone will drop every thing to listen to it and absorb it. Your children are seeh amateur communicator*. The professional communicator, on the other hand, tends to be as much "audience* oriented" as "message-oriented." He is al ways conscious of whom he is trying to reach, of bow that person thinks and feels, and he directs his efforts, shapes his mes sage and his media as best he can to fit his audience. To do this, he must start with his audi ence m mind. That, I think, is where all persuasive communication must start. You, too; on split with rather precise defini tions of jusc whom you can realistically expect to reach. This is never the "many" people yw weald like to reach. It should he. rather, the "few" people you can really hope to reach. 12 AIM FOR SMALL AUDIENCE I would earnestly suggest that, in your communication efforts, you aim for a small success rather than for a glorious failure. The small success will be hard enough to come by! To do this, you should start with defin ing some small audience on whom you can hope to make s significant impact. The snuffer the better! For, then, you can more specifically define your audience and its in terests. You can learn, or guess, what is particular to these people--and you can that relate your message to their particular feel ings, rather than your own. This brings us to the question of the best media for reaching them--and here you run into all sorts of myths and fantasies about our modem communication media. What 1 am about to say, now, may sound unorthodox to some of you. And it may sound paradoxical, coming from the vice president of a large New York advertising agency, wbo also spent 14 years working for a major network. All 1 can say is that I am serious; and that I am prepared to debate the validity of my observations until all our citizens really team how to avoid having accidents at home. Our mass media--our so-called "major media of communication"-- are relatively minor media, when it comes to moving se rious ideas Into the heads of people; They have. 1 believe, only a secondary role to play in helping you with your prob lems; and it is important that you do not divert too much of your limited resources, chasing after these media. They are not the first or second or even third media you should think of, to reach people, and to teach them serious things for their own good. PURPOSES OP MEDIA The basic reason I say this can be summed up very simply. Onr mass media are busily at work doing three different things: They move eatertananent. They move merchandise. They more ideas, I place them in that order this is the order m which we are successful with them. Our bbss media are most effective to day, in distributing cmenatanNstt across the Home Safely lation; whether is the form of popular programs 00 the air, or by comic-strips in the mw^apen the most widely-read fea tures of any newspaper. They are scnt meat effective tn moving axrcfcaoAc iaao people's heads and homes. Aad oar mam awfia, ta tbonselves, are ka timia muring serious ideas to the pahCc. The evidence for this is over- Thee AoaM not suggest to you 1 ara liiiiiriag oar mass media. I am not Like imjtTiiag eba they are designed to do woe jobs very mack better than others. We wifi not try to examine the reasons why t am are that moss media are intrin sically weak media for moving serious ideas into people's bends, deeply enough to change people's behavior. PERSONAL CONTACT SETTER While they lave a role to play, in this area, it Is a scceedary role, not a primary ooe. And it will be far more useful to you to direct your attention to what really is your primary medium for the work you want to da. It happens to be the most powerful and most effective couanuntarioa medium at anyone's dbpoenL If I were to try to wrap it aQ op into one phrase; it would be: Face~io-fact communication An of you live mid work is communities. You all live locally. Because you live and work in communities; ycu can all participate in, create aad further "community action" programs of one sort or another. In time, you can all use "face-to-face eoanaonicataaBi." with small groups of peo ple. who are gathered together in one room. where they can see and hear each other talk. The only hope of moving serious ideas into people's heads effectively, is for us to set aside the seduction of our modern, tech nologically-advanced, mechanical media-- and to refocus our attention on the baste, old-fashioned methods of "faee-to-facc com munication." Tins is stiff the only way most people get most of the ideas which move them! Therefore, my basic recommendation is this: If you really want to teach people some thing; you caxmot take "short-cuts" in doing so. The results we get from the "short-cuts" don't seem to warrant the time, effort and expense we put into than. If you want to take your efforts se riously, you must figure out ways to communicate with people in small groups, where there is a "Jive" discus sion. among people gathered together in one room. I know yoa can only reach a relatively few people this way, compared to the thou sands and the millions you think you might reach by television or newspapers or maga zines. And I know it is very difficult to de velop such programs, and that they have little glamour about than. It would, indeed, be nice if we could take the*"short-cuts" to reaching lots of people, in lots of places, all at the same time; But even if you amid get enough tune and space in the mass media, beyood your wildest dreams, there is really 00 good evidence 1 have ever seen that such "short-cuts" to the people would work for yoa A. THE NEED FOR RESEARCH IN HOME ACCIDENT PREVENTION REMARKS OF FAY M. HEMPHILL associate professor, School of Public Health, University of Michigan, Ann Arbor, Mich. Many constructions and connotation* might be attached to this topic. As long as 28,000 deaths a year in the United States are attributed to accidental circumstances which terminate in home injuries, there is need for research in the prevention of home accidents. Therefore; rather than discuss an obvious topic, will present the needs which must be filled to have fruitful re wards from research in this domain. I shall use the word research as defined in the dictionary, that is "studious Inquiry or critical aad exhaustive in vestigation or experimentation having for its aha the discovery of new facts and their correct interpretation." MUST DEFINE TERMS The word survey will be used in its dic tionary context also, namely "to take a gen eral or comprehensive view of" or "to view ia detail.** Z will use die words studies and investigations when I wish to refer to sur veys and/or research and thus to generalize. Clearly the mere enumeration of items and/or events docs not constitute research; a survey may have objectives but rarely, if ever, does this objective deal with the test of as hypothesis. Experiments traditionally test hypotheses. I point out these concepts to call attention to the necessity for dear and coodse terminology in any discussion of the needs for research. The needs for research in preventing home accidents are not basically different from those for* research in any other field. The problems of research in accident prevention are not as complex as those of nuclear physics or in making a vaccine against poliomyelitis. Only a few years ago the sug gestion of releasing the energy of the atom was considered an impracticability and only five years ago there was little real hope of producing an effective vaccine against polio. While both accomplishments have oc curred through research efforts, each re- 14 suited from compilations of many items, experiments, survey efforts and observations. Within a general frame of reference the needs for research fall under (he following four categories: 1. A framework of terms, definitions, and concepts within which hypotheses and objectives may be developed. 2. A background of observations and experience from which opportunities for research may be fabricated. i. Persons skilled in techniques and methods of research and motivated to organize and administer these skills. 4. An environment conducive to pur suing research activities, encompass ing physical facilities, equipment, and financial support for continuing in vestigation*. This in only an attempt to suggest the needs which must be met for success in re search. These suggest!oof are neither meant to be exhaustive nor detailed. The details must be spelled out by research persons. NEED SPECIFIC CONCEPTS Until quite recently there was no coordi nated effort to develop a framework of definitions and specific concepts in accident prevention. However, there were satisfac tory definitions and concepts of injury. The Committee on Stabdard Nomenclature for Home Accident Prevention prepared its first report on definitions and term* which should be helpful. Definitions and specified concepts are pre requisites to any organized research or survey work, specific hypotheses being es sential to experimentation and definitive objectives mandatory in planning surveys. Essentially, basic definitions and statements of underlying concepts must be established before studying a science. Passing oa to the background of observa tions and experioice in accident prevention Home Safety from which research undertakings may be fabricated, one is wwiTorf at the quantities of data oo injuries and at the paaeity of compilations dcafing with aiiiknl cmtobistances and conditions. This is not amazing in view of the bde of definition and specific language applicable to investigations of accidental occurrences. I do not intend to belittle the enormous amount of background work accumulated, but relatively little benefit will accrue from these to investigators who try to understand events associated with accidental occurrences. Much can be accomplished in such compila tions through studies and surveys before those specifically planned steps are taken aad cm be dignified by the term research There arc so few persons skilled in the exacting methodology of research or sufficiently mo tivated to investigate home accident preven tion that all one an do az this time is decry the dilemma. Furthermore, I am not op timistic that this situation will be improved tn the near future. MUST MOTIVATE RESEARCHERS Professional researchers are not and have not been attracted to accident prevcation. 1 doubt if they will be until the terminology is specific and some gallant, brave surveys have been completed. Alt the attempts at describing the loss of life, human suffering and destruction of property through acci dents has not motivated research m aeddem prevention. Researchers are motivated by demonstrat ing procedures and devices used for meas uring, calibrating or evaluating observations or other manifestations, usually in under standable objective units. Professional re searchers arc not coevinced that there is a Hell defined area of research in home acci dent prevention or, to so all-out, in any other field of accident prevention. Relatively few research under takings are found in the field of injury pen cation. However, prog- res* along these fines ts showing a modest spurt in iccerit years aad there is some reason for cautious optimism m this domain. CONDUCIVE ENVIRONMENT The fourth requirement for research is that of an environment conducive to the researcher. Certainly if there be concur, rence with :!.e opinions 1 have expressed on the previous three phases of research in prevention of home accidents, there is no reason to suppose that there curmitiy exists such a situation. However, when and if such a situation Is demanded, an imagina tive and dynamic administrative leadership trill be needed. In addition, sufficient and continuing sources of economic support must exist for researchers to settle to their exacting tasks with confidence Thus they may be assured their struggles will not be unduly drenched in administrative restraints, will be guaran teed opportunity for continuity of effort and equipped with sufficient facilities, equipment and supplies to pursue the steps involved. These are my own biased opinions of the needs to be met for profitable results from research in home accident prevention, and my evaluation of where we txnr stand in fulfilling these seeds. Let me assure you I consider my experiences on which 1 base these evaluations quite limited. Furthermore, eves though I say sound pessimistic is evaluating where we now stand, I ara quite optimistic that these situa tions can and are being Improved, and that great gains will be made m the future. I believe that gains toward this goal will be made in step-wise progression and that "Heaven is not reached at a single bound . . but that "We build a ladder by which we rise from the lowly earth to the vaulted sides." T have ventured my description of the 'lowly earth" on which I now believe we are with respect to research toward accident prevention, ami I have depicted my opinion of the framework of the ladder by which we might rise. Let's look upward, build, and climb 15 REMARKS OF ALBERT P. ISKRANT chief* Operation*! Raetidt. Accident Prevention Program, U. S. Public Health Service, Washington, 0* C Research into the causes of accidental in* juries is cue of the most vital needs in public health today. We talk about the 90.000 deaths from accidents each year, the increasing proportion of deaths due to acci dents and the fact that from ages one to 35, accidents are the leading cause of death. We talk about the "epidemiologic ap proach," about "accident proneness," about emotional factors accounting for 80 per cent of accidents and about the medical aspects of accident prevention. We talk of the 28.000 deaths, the 800,000 lost man years of life, the four million injuries and the al most billion dollars cost resulting from home accidents. We recognize in a vague kind of way that the home accident is the leading cause of death of young children, and so we talk of slippery rugs and insecure Udders, and we decide to do a survey. We organize the continuity, do a survey, and it is forgotten before the results are known. There is nothing wrong with a sur vey: it is an excellent method for determin ing the extent and nature*of the problem. All praise is due to the Kellogg Founda tion or the National Safety Council or the health departments and others that struggled so manfully in uncharted waters. Also the work of the national office of Vita! Sta tistics and the Vital Statistics Bureaus of the 14 states that cooperated in the prepara tion of special forms for data on deaths from home accidents--all this deserves men tion. Much invaluable data are contained in the report of this cooperative effort. If we wish to apply to home accidents the same epidemiologic methods we used in combating gie communicable disease we shall have to extend our efforts beyond the "survey." Tabulations regarding the who, when, and where of home accident injuries and deaths help identify problem areas and the need for control measures, but they do not provide solutions or identify causal relationships. RE5EARCH PINPOINTS PROBLEMS Much research has been done in the held of home accidents, especially in children. In poisoning, in partialUr, * great deal of practical knowledge has been obtained. And the subject of "accident prooencss," and the personality traits of accident repeaters, has been dealt with widely, though sporadically. But the findings don't "hang together,'' and there is no organized research expected to come to fruition within a definite time. In spite of the repeated declarations that w must apply to home accidental injuries the same epidemiologic techniques used in determining the etiology and control meas ures for communicable diseases, we have not gone past the stage of the survey. If we really believe home accident injury, dis ability and death constitute the health prob lem, and that we need to know more about the circumstances surrounding them to de velop preventive efforts, then it is high time we started a research program com mensurate with the problem. The immediate goal of a research pro gram for home accident injury prevention is to identify and eliminate the basic causes to reduce accident frequency and/or sever ity, save human life and decrease disability. Ordinarily we consider epidemiologic studies as being concerned with the host (person who has the aeddeot), agent (phys iol, chemical, or biologic), the environ ment (physiol, biologic or socio-economic), and their interaction. Hypotheses developed from studies should be tested by the most stringent statistiol tests possible, and through controlled experiments whenever feasible; The tom approach should be used in these epidemiologic studies to give the investigations the maximum talent available, and to exploit to the fullest the opportuni ties presented. Physicians* engineers, nurses, psychologists and investigators can all con tribute. In addition to a statistician and clerical help, the composition of a would depend on the type of investigation. Poisoning investigations of children take different talents from one of falls from Udders in young adult men. 16 , Heme Safety notmtessaccident unreviauns The subject of "accident prooencss" should be explored. To due the term describes a scries of personality traits not yet identified. Scattered state hare 'identified various traits which might he the prodoct of the author's mag--ohm. or las pet belief, or rise traits feted at meet people. Charac teristics wqmKi! by epidemiologic studies thoold he sohmeBed to the most vigorous tests under eemtiM randhiuni Apart from mf harem "accident prone ness" which mop com m inJirirhnlj. atti tudes developed Noon of semi or envir onmental forces affact hnmm behavior and safety. Worker* who are extremely careful on the joh may hr careteM areond the house. A penes cates sasf ftc boose may drive Hkr a test WWe many authors feel the key to dm mrim jcwfihm lies is this area, rinsfly aodtisg k known, al though modi is tsecteBd. There is great need for developing and amg methods of aaseasinsr inifAl, to iAmtlSy thorn which predispose tmmie behavior, and to modify or change an--dr* and kterix. A pamcalar prates in home acridesits cuuccras older people, which account for more than half of the home accident deaths. We man teniae* oder perse-- they are not as yoong as they used to be; and modify their behavior pattern for grater safety. Very yoaug efcddrui must be protected against acridocs, but older children, espe cially those ancoding school, must be in structed in safe behavior. More needs to be known about chfJdreu's conception of, and attitudes toward accidents at each stage of their development to plan realistic safety instruction for different age groups. EFFECTS Oft ACCIDENT OCCURRENCE Organic tiiww, impaired 1unctions, and aging procases increase the icddent poten tial of individuals, but their effect on acci dent occurrence is largely speculative. The extent people "compensate" for deficiencies is not known, and differences in exposure make comparisons difficult When we find grater than expected prevalence of specific conditions among accidents, we must then compare the experience of a group of persons with the ccmfitioB and a control group without the condition, matched on age, exposure; and other variables. Because of the difficulty of selecting ap propriate groups with particular conditions or defects, and following their accident ex perience, it may be more appropriate to give physical examinations to entire groups of persons, and then do follow-ups for acci dent experience. In this way many hypoth eses could be tested in the same group of persons. Another approach would be through records of an organization which provides routine medical care and physical examina tions. Here both the physiol condition of participants and also all accxdmtal injury experience needing medical attention would be known. The prior or future incidence of acci dental injuries in persons with particular defects or conditions on be compared with a control group; If the organization enrolls families, additional studies can be done on family accidental Injury experience. In considering the relationship of phys iol conditions to accidents, children's growth and development and their effect on their activities offer a very fertile field for developing realistic safety education for children of different ages. a SECONDARY PREVENTION The term "secondary prevention" in the health field1 designates measures to minimize disability and doth after the illness or in fection occurs. To a targe extent the first aid and medial are giva to injured per sons are important to determine whether the injury results in recovery, permanent dis ability. or ete^th. Accident victims who are not killed immediately* can best recover if they receive early and adequate first aid. Proper training in first aid is important but tittle is known about teaching methods or effectiveness. Present methods of teaching sad administering first aid must be studied to be sure that first aid mannaIs include latest medical information. Medical treat ment of injuria also must be continuously appraised and evaluated. Accidents are a fuoctioa of the hazards to which people are exposed and a function of peoples* way of living. Socio-economic and cultural patterns help determine the type of accidents people have. Children who acci dentally incest aspirin come from famines where aspirin is accepted, probably in child hood medical ore Poisoning from kerosene 17 195T National Safety Congress ingestion obviously occurs in a different cultural pattern from poisoning from tran quilizers and barbiturates. There needs to be definite research into various cultural patterns and nays to motivate people to safer conduct. MUST STUDY ENVIRONMENT Epidemiologic research in the field of home accident injuries. can not be limited to identifying susceptible individuals nor can they be removed from the environment after identification except by' making them tess susceptible. The rote of the environment in its relation to the host must be studied for gen eral and specific accidents. The contribution of various environmental factors to acci dents may offer more immediate cootrol measures than identification of "accident prone" personal characteristics. For both the environment and the agent, research which identifies causes of specific accidents will produce "pay dirt" most quickly. For example, changing door locks on refrigerators, or removing doors from abandoned refrigerators, may be more im mediately profitable than attempting to mod ify childhood behavior to keep children from entering refrigerators. This does not mean that a wholesale pro gram of research, such as one directed at housing design for maximum safety would not be a profitable undertaking. On the contrary the elimination and control of haz ards by efficient planning design and con struction of homes and installation of house hold appliances and equipment, is of highest priority. It is rather futile to tell house holders about even treads or standard risers when they buy or rent houses already built Research into the design of homes for max imum safety is a vital need, particularly in homes for the elderly. The differences between the epidemiologic research we propose for home accidents and that ordinary L. , ,bltc Is that the fdrencr case deals with a whole spectrum of events and causes. Each inno vation brings new ways of injuring, maim ing; and trilling. The introduction of the tranquilixing drugs immediately presented new opportunities for childhood poisoning and other accidents; the rotary mower brought new opportunities for cutting off toes and putting out eyes. We must carry out a two-edged research program--general and specific The general approach is new in public health. To my knowledge, an epidemiologic investigation into "illness" as such has not been con ducted although yellow fever, malaria, tu berculosis and syphilis have been studied, and the causative agents isolated. Cuts arc not caused by a single agent, but rather by an ever-changing gamut of events, from slipped nailfiles to crashes of huge airliners. Anyone who has looked at the results of a home injury surrey, or reviewed the cer tificates of deaths from accidents could sec the almost infinite variety of accidents. Therefore, we must identify the common causes as well as the specific causes of accidents. RESEARCH INCLUDES CAUSE, EFFECT Our epidemiologic research will become more specific as sufficient numbers of acci dents with common causes are identified. When we team that power mowers are cutting off toes, we must proceed to try to do something about It If children are being burned by falling in fires, we must introduce a program of fire-screens. But all the time we must work toward . the goat of identifying common causes... the effect of weather, dimte topography, train ing. education, personal factors, fatigue, drugs and alcohol and housing design. Otherwise we will just be plugging holes, while other holes appear as fast as the econ omy and technology advance. The Daily Tribune of Callipolis, Ohio, mote an edi torial which illustrates my main point: "The number of serious accidents is appalling. Fractured skulls, broken limbs, mutilated faces, sci./* and ears lorn off, and spines crippled, are the daily record. And almost without exception every aeddent is the re sult of fast and reckless- ..." The year was 1897. The agent was the bicycle!A 18 REMARKS OF FLOYD A. VAN ATTA inJMbiil hygienist. United Automobile Workers, Detroit, Mich. One of the primary needs in aeddent pre vention research is to know what we are realty about, And I do not find it easy--or even posttibkr to distinguish home accident prevention n.vmi.H from any other type of aeddent prevention research in this respect. This necessity for knowing what you are talking about is ample tnd primary, hut the human mind is so constituted that we nuke it complicated--almost all of us make every new question hopelessly complicated before w even start to look for an answer. One of our favorite ways of complicating matters beyond any hope of recognition is by means of oar own sloppy speech and slovenly thinking. This is a very funda mental part of our problem. One example which annoys me more than most, mainly because the habit of speech becomes or signals the habit of thought, is the almost ttnivcwl trait of talking about aeddent rates when what are really under discussion are injury rates- There may be some a priori reason to assume that aeddent rates will follow a course parallel to that of injury rates. I do not know, oor do I know of any objective attempt to find out, FIND INJURY CAUSES Certainly these U no good reasoo for not finding out Kite quiei of injuries and wbj for preventing them if possible. And in recent years we have made some progressin this direction. But let us do it in the knowledge that we are preventing injuries and not preventing accidents. We are ac customed to filling.oot an Aeddent Report on every disabling injury is industry and to collecting many of our home aeddent sta tistics from hospital records. t I am quite sure also that one of the things which has made the investigation of home accidents peculiarly uninviting to any re search people who would not have been repelled by the general tone of aeddent prevention propaganda has been this same peculiarity of the basic data, ft has generally been collected for clinical, for insurance, or for other purposes not necessarily related to aeddent prevention or even to injury pre vention. I ooce had a desire to find out something about the causes of window washing acci dents. I set myself as easy task by looking for the ones which resulted in compensated injuries because there had to be a complete report on each of them in the custody of the compensation authorities. The Industrial Commissions of three of our larger indus trial states were quite cooperative and in each of them I read the original "acddoit" reports on every reported injury of this type for three years. NO CAUSAL INFORMATION At the end of this rather tedious chore I had. in addition to sore eyes, a great deal of information mi the nature, location and extent of the injuries: the clinical course of the patients; and the amounts of com pensation and medical payments. The only thing which I lacked was any clue as to where to start to look for the causes of any of these accidents. This is a specific example of a general condition. To look a little closer to horse I might suggest a look at the rather famous "heart kitchen." I do not wish to suggest that the idea, of the "heart kitchen" is not good or even that its practical effect has not been desirable, but I do wish to suggest that ih* whole thing was set up <n the pre sence of a woefully inadequate amount of evidence. , The general idea is to save effort, and pre sumably strain on the heart, by saving steps and by saving stooping. It would seem logical before going into this project to determine in an objective manner what types of activity would demand the maximum metabolic price and, presumably, put the maximum strain on (he ailing heart. A preliminary determination of the metabolic cost of a number of movements of this sort has since been made for quite another pur pose and it turns out that the values are surprising, at least to me. ' RESEARCH--CRITICAL STUDY This brings me to a second general point, that research in general is not only a dose 19 t95? National Safety Congress or intauivc study of a phenomenon or sub tioos1 directly--perhaps we are concerned stance. It is also a critical study. I have seen a Master's Degree thesis on the use of articles by Shakespeare. It certainly repre sented a dose study of some parts of Shake speare's writing but it was, in my estimation, about as much a research project as it would have been for the young man to have spent the same amount of time in counting his toes. . with the molecules of a gas. In this in stance; if we are really lucky, the unobserv able * may follow the simple laws of s- wtuty and by observing a msr'^r of instances their effects will cancel themselves out, permitting us to observe the effects of the conditions which we can con trol or which we can observe. We then have become in some sense statisticians. It established with an unspecified precision a series of numbers whidt were already known with an unspecified. although pre sumably lower, precision. I do not classify it as useless research; for all I know it may have some very practical application, and 1 think that it U generally both risky and unprofitable to comment on the practicality of any project HUMAN EXRERIMBJTS DIFFICULT If the universe in which we wish to make our examinations happens to be a human population there is generally an umriHingness on the part of the experimeater to apply experimental conditions with rigid controls and an even grater reluctance on the part of organized society to permit him I criticize only the fact that it is com pletely uncritical and, as a direct conse quence, adds nothing to the sum of human knowledge. This U the fundamental diffi culty with a great deal of what has fre quently passed as research in home accident prevention. It has been more closely related to propaganda or education than to research. RESEARCH--UNGtAMOROUS to do so even if he has the desire. Norm ally this makes it extremely difficult to carry on meaningful investigations of any sort with human populations. If wt can locate two closdy similar popu lations in one of which chance has provided us with s condition--perhaps smallpox organism--which ts not operating fat the other we have a controlled experiment pro vided by chance and In observing It we be It is an unfortunate fact that research is come not only statisticians but epidentiolo-' seldom glamorous and seldom spectacular-- gist*. that is something which the press agents have thought up for the purpose of captur ing the public's money for medical research to the probable detriment of the research. Obviously It is not necessary for the ex perimental variable to be an organism. Any defined variations between two recognizable and otherwise homogeneous populations will Research is normally a process of Isolating yield results by the methods of the epide a part of a phenomoon small enough that miologist you can begin to understand, or at least observe, the conditions which control that part. Having picked out the controlling conditions it is necessary only to arbitrarily vary cadi of them In turn while holding the other* constant to arrive at an understand ing of that particular system. It is. however, necessary is any such In vestigation to be able to define the popula tions involved, to demonstrate that thaw Is a single defined cause or a finite number of defined causes at work; and to demon strate that except for these cause* the popu lations are homogeneous. Sometime* we are fuefcy enough to be concerned with a relatively simple system-- DEFINING ACCIDENT CAUSES a rigid ball on a rigid plane perhaps--in which we can observe the significant con ditions directly and unequivocally. In this Instance any single ball from a universe of balls and any single plane from a universe of planes will tell us all that we require to set up a mathematical formulation of the system. Sometime* the situation is more complex and we cannot observe the boundary condi- in accident prevention invest!Rations the difficulty which the epidemiologist* have lies in the fact that there ha* bem, up o now. no demonstration that there are two or more definable population* at any point at time or space one of which is contracting acci dents as the result of one or more definable causes while the other Is not contracting accidents because of the absence of these causes. It would be more hopeful If yon 20 Home Safety could demonstrate two otherwise homogene ous populations one of which was contract ing accidents. __ R.S.F. Schilling has exprr ~ V *'-W?`ha- lion well for Industrial health mvmtigflfen* when he says: v,fr "It scant we must await the development of better techniques for assessing mental illness and determining Its cause, and we must define health tn measurable terms. Until this is done the research worker will be Inclined to leave health and mental ill ness aside and study disease which can be measured. As be grows older and becomes more aware of the immense difficulties of methodology in occupational health research he will derive more satisfaction from plan ning and completing neat and conclusive investigations than from making heroic at tempts to achieve unattainable ideals." MUST PINPOINT CONDITIONS Change the industrial health phraseology m accidents and it applies perfectly and completely. When we come down out of the clouds, stop being do-gooders, strip our problems down to a size where we cen ac tually see the important conditions, define precisely what it is that we wish to know, and consider critically how to find It out. we may begin to make some substantial progress in aeddene prevention research. This is not nearly as glamorous * pros pect as looking at the "big picture** and writing erudite papers on the "accident prone" or on the "wish for self destruction'* or on "guilt feelings ia aeddent causation" but it will eventually bring some definable results. When it has proceeded far enough that it is possible to set up a reasonable research project with definable aad possibly achievable goals it might even became easier to get some money to carry on the work. As a start on the language ride, which l think is an essential grmmd-work, t would recommend to you the definitions in the September 1957 Issue of Hone Safety* Review. A. THE ROLE OF NATIONAL SURGICAL ORGANIZATIONS IN PUBLIC SAFETY by DR. JAMES K. STACK secretary, American Association for the Surgery of Trauma, Chicago The American Association for the Surgery of Trauma was foooded m 1938, and Article II of its Constitution states:--"The obj'ect of this Association stall be the cultivation and improvement of the science and art of the surgery of trauma . . . and the eoos(deration of such other natters as may properly come within its sphere.'* We feet that public safety come* within our sphere. The Association has 250 active members, approximately 80 senior members and 25 honorary members. The founding members felt that the surgery of trauma would be of inoeasutg importance and set out to stimu late the medical profession of this country and Canada to a correspondingly greater interest in this field. The fellowship is node up of surgeons who are active tn the practice and/or teach- ing of surgery, or one of it* branches; and are is a position to bring about this influ ence In the communities in which they work. The Association has no administrative staff. Its activities are directed by its offi cers and Council and participated in by all of its members.' They are In a position to influence medical school curricula, hospital teaching programs, and the trends of post graduate education on the local, state and national level . COLLEGE OF SURGEONS * The American College of Sorgeoo* was founded by the surgeons of the United States and Canada in 1913 and its fellowship number* about 16,000. It Is divided into state chapters, and. in the larger cities, metropolitan chapters. Of particular interest 21 1957 National Safety Congress to you, is its Committee on Trauma--a medical standpoint, and prevention, perhaps group of 42. through closer contact with you. This Committee was originally established in 1922 as the Committee on Fractures, and its appointment was stimulated by the gen erally poor results that were being obtained country-wise in that* era. Later, it became the Committee on Industrial Medicine and Traumatic Surgery,, and its present title-- Committee on Trauma--was authorized by the Board of Regents in 1950. I am sure that we are closer together than we may think. "Whatever the values of a manager or supervisor, whatever wonderful potentialities he may have, he is limited on the job by the skill with which he is able to guides lead, teach, direct, control and motivate others." Isn't that also a charac terization of a dedicated doctor? Newer trends in medical education are leading the There is a similarity between you and us, and a difference between another part oi you and us. Let me illustrate. Most of >tw are dealing in your everyday work with student away from the statistical trap and emphasizing more, both in the pre-profes sional and professional years the an oi understanding and handling people. individual problems arising, usually one at a time, with the accident victim, with the FRUSTRATING PROFESSION colleague who is responsible, with the morale of a single worker who can set the mood for a group. Medicine is unique in that its professed purpose and highest end is its owns oblivion. It is oo our road to this oblivion that we We, too, are dealing, for the most part, with a succession of individual problems of people, and for that reason we both are meet with many frustrations, and these keep us from getting there as quickly and di rectly as we would like. concerned with the question of individual variability. Let us say that none of your "accident-prone" workers, and Done of our* patients will react in the same way in point of tame resardless of other similarities they may have. There are many road blocks and detours over which we have no control, and we find ourselves stopping too frequently to classify repair or dispose of human debris. The road block of poliomyelitis, for instance, still has some debris around it, but the wall DATA NOT APPUCAltf When you deal with a single person for whose safety you are responsible, you are practicing an art, and you cannot validly apply data you have on him to conclusions reached by data drawn from a group. There are others, especially those within the organi zation of the National Safety Council it self, who are practicing a science namely, (hat of statistical measurement. is lower now because a targe crew under a man named Salk is at work on it with much modem machinery provided by both private and government funds. There is a tong and ancient detour lined by many dead and many more pulmonary and skeletal cripples, and these have for years slowed our journey. It seems that they are mostly people who have been under privileged and social and economic conditions made it difficult for them to combat tuber They are safe in applying statistics to a culosis. This detour is, however, a little given problem and passing them along for smoother than it used to be because strepto your consideration, but, no matter how mycin and other drugs and surgical advances accurate their tools of collection and as- have been so belpfuL simulatton become, you will ere if you attempt to apply it exclusively to a single problem. But just when we think we are making good headway to this oblivion, and the road seems dearer, other obstructions keep ap In our work, the temptation to do so is pearing; and there is one with a frightening great. To statisticians, the five people killed potential that seems to be developing fast. when their car failed oo the curve arc five It is labeled "highway accidents" and it is rectangular holes in one of St Peter's IBM unusual in that it is at a place which is cards. To you, they are five different prob quite wide and smooth and generally attrac lems causing you to review your off-the-job tive, and also in that the human debris safety program, and to us they are five around it seems to indude all ages and types deaths on which to ponder cause, from the and ail socio-economic groups, too. 22 Home Safety YtAKLY DEATHS It is striking, though, bow many are young and would have been in the prime of tife. This block is said to be increasing in size, and, of the 93,000 deaths at all ages from accidents in 1955, almost 40.000 are piled up here. Home accidents are not far behind-- 23,000 of the same 93,000 in the same period. This increase is taking place in spite of the many groups of people who seem busy in this area. These workers do not seem to be always as well coordinated as they might be. Some are working in a plodding manner, observ ing, measuring, noting; while others are working feverishly, almost vcngcfully, as erne might spit into the hurricane that has just destroyed his home. These are homely examples of the many frustrations and disappointments in the daily life of a doctor. There are so many instances in which safety directors and workers can correct potentially-dangerous machines and locations: you can erect guards, change de sign and install fire-doors to make sure that such an accident win not happen in just that way again. But we cannot change the design, for instance, to restore calcium in aging bones so that the left hip won't give 'way a year alter recovery from the fracture and pmtng of the right. You can solve the problon of the hazardous, incompetent alcoholic who has been wrecking your safety record by letting him go, but we are tmable to reach the underlying cause that will enable him to keep from injuring himself or others in the area of everyday living when constant conduct supervision is impossible. SUGGEST HASIT CHANGES You can grant a pension to the old em ployee who has developed a Parkinsonian tremor and whose unsteady gait makes him liable to fall, but we cannot protect him because we do not know the basic cause of the degenerative changes occurring in a certain part of his brain. The surgeon's contribution to aeddent pre vention consists most likely of suggesting little changes in titc mechanics of living. You had better take up those throw rugs in the parlor so grandma woo't trip and fall. You had better move that window Kit or radiator so father won't hurt his back when he leans over with his knees straight to open the window. It would be best to put a guard on that opes gas heater or Sally will be burned again (but the question of flammable cloth ing is not such an easy one). Why don't you send that rotary laws mower back to the factory so that shrapnel-like flying broken blade won't cut the tendons of your other foot the next time. MUST SEGIN PREVENTION Surgeons, through their organizations, es pecially the two groups ! have described, have done somewhat more, particularly along the lines of education of the medical pro fession toward better results in the treat ment of aeddent victims, but here again we are dealing with the wreckage after the fire and not helping to hold the hose that is pouring water on the base of the flame. We surgeons, because of our first-hand knowledge of the immediate and final re sults of aeddente, in our emergency rooms and wards, and in practice in general, are, we think, in a position to contribute more to accident prevention. We certainly are in a position to have impressions, and, eves if we do oot always have statistical evidence, these impressions are passed along to our colleagues through the medium of meetings, publications and the tike, so that those of us in one com munity may know the nature of the prob lems in another, and be ready should they strike. We may know by having things told to us through privileged communication that would not appear in an aeddent report, and these could be acted upon in an indirect way that would be helpful and still not be a breach of professional confidence. The accident victim may not admit to an investi gator that he has had trouble recently ad justing his insulin dosage; that he had some strange feelings and slight seizures that made him wonder if he was going to be like his unde who "used to have fits." PEOPLE CONCEAL FACTS He might not reach into his bedside tabic and show the insurance adjuster the little tablets be takes when he gets attacks of shortness of breath and His wife would not repeat to the safety man from 23 1957 National Safety Congress the company that Jolm drinks heavily over ti>e week end and that she hates to see him leave home on Mooday morning so shaky and depressed; besides, she wanted him to give up the job of structural steel worker a long time ago. Thus, we see the effects, hut could we, by, a posteriori reasoning perhaps throw more light co the cause. How many people suffer really serious injury or death m their first aeddent? Is this the first time they lave had an impres sive injury (one that requires special treat ment other than household care)? What is the percentage of repeaters and is this high enough to be a factor in the patient-surgeon relationship the first time? In other words, if all surgeons caring for accident victims the first time were more preventioo-cofisdoos, cooId they, during the time of this care, make such an impression on the patient by word, deed or opportunity to observe other casualties, that the chances of this person ever getting into another aeddent would be lessened? To put it another way, would the primary aeddent victim be less likely to have an other, perhaps worse aeddent, if he was in some way impressed with the people around him to the ward, in the physical therapy department, who were so much worse off than he? What is the role of such compari son? What is the role of remorse? VICTIM RECEIVES NOTICE ! am sure many of you are aware that the acridoit victim becomes the center of attraction as his family and friends sur round his hospital bed. Later, he may wear his cast, crutch, brace or sling as a badge of merit, or, certainly, as a comment-inviting device. We know that children just gloat on a bandage or cast, as witnessed by the present-day vogue of signatures oa t* The more signatures, the greater the triumph. "Your cast just went up to your knee; that's nothing--mine went ail the way to the hip." We must not forget that in the care of the injured we are dealing; for the most part, with the average person, and I need not remind you of the intelligence or edu cational level of the average. Does it make any difference whether the patient was truly an innocent victim or not? Whether he was bun becaose of his own ignorance or foolishness or not? Should we, as surgeons, use a different personal approach (naturally, the quality ot the medial are will be the same for all) ? In other words, should some accident pa tients be treated as if the cast oa the arm should be a dunce cap on the bead? For awhile in Chicago, a traffic judge sent cer tain serious violators to visit the larger fracture wards of the Cook County Hospital so that they might see the actual results 01 their violations, (s such a course effective: What do tiie parents do when the son riding his bicycle illegally on the sidewalk, carelessly 'rounds the corner and injures the aged pedestrian and, of course falls off his bike? Does the abraded knee get the same loving care; are the tears kissed awa> in the same way as if he had injured the knee on the catcher's cleat while sliding home with a winning run in a Little League game? MAKE PATIENT AWARE Can we utilize the time (and it may be considerable) and relationship (and it may be dose) to impress the patient so that it will really make him be more careful and observant? Can we help in this way? Last year 30 some inmates of a Georgia prison farm fractured their legs simultaneously by sitting down, putting their foot up on a rode and hitting themselves oa the shin bone with sledge hammers. The management of these patients, i.6. the medical management, will be at the coming meeting of the American Asso ciation for the Surgery of Trauma, and perhaps we will team of an effective method to keep them from becoming repeaters. We, as doctors, are at the grass-roots level of any safety campaign because we partteipate from the beginning. As far as highway accidents are concerned, local or state police are also there from the beginning; and, at least in Illinois, a medical report is sent by the tracing doctor to the Secretary of State which completes the statistical picture. REPORTING PROILEMS The reporting would be somewhat rimiiar in railway, aviation, industrial and "--"w accidents, but, supposing the victim is taken to his home and no hospital report is avail able; then only the doctor knows of it. Is the reporting of these accidents viral in prevention? You will inunediatdy answer "only if something is done about it." 24 Horn* Safety If I, as an individual doctor, see a patient with, let us say, serious fractures and lacera tions because of a defective electrical tool nr lawn mower, or the like, to whom do I report? He is admitted to the hospital as a private patient and the police; therefore, are not notified. Do I report it to the retailer who sold him the gadget, the wholesaler, the manu facturer, the local Better Business Bureau, the Consumer's Research, the Underwriters* Laboratory*, the National Safety Council? The first three may have a financial stake in the patient's predicament and be on the defensive. The next four might say that it is out of their field sod they might or might not be able to help. They might not think that a single mishap such as this was important, or they may even consider it a case of personal negli gence. If, on the ocher hand, one of these surgical organizations bad a means of col lecting a number of such mishaps country wide and then presenting these data to the National Safety Council, to the manufac turers, to the Consumer's Research, would this add to the rafety of the product, and, thus, promote the public safety, at least in this instance? PROMOTING PUIUC SAFETY Or would it be like getting the slum land lord to repair the third floor bade porch railing, or the city to fix the sidewalk after the third broken ankle? You may think these are very foolish questions, but i am sure that tn asking them I represent the average doctor's wonderment about his posi tion m regard to public safety. He may know his duty as a aturn, but does he know his duty in this area as a doctor? Or does be have a duty? Each year many sew products come into the market to beautify the borne, to decrease the burden ot those who live in it, to expand their recreational activities, both at home and on vacation; just like each year many new mediations come on the market. Then later it is found that these new mediations are not as effective as first announced, and that some have produced under certain con ditions dangerous compilations or unpleas ant side effects. These announcemoits are not necessarily made by the manufacturers of the product, but are published by those 'doctors whose patients have been involved. The article may not condemn; it may simply show that under certain circumstances this is what happened. We, in the medical profession, are Helped in this way. Is this an equally effective way to protect the public against the new non medical products that may be equally haz ardous and equally disappointing to their originators ? KNOW THE HAZARDS Does the salesman, selling the home tool, know about the potential hazard as much as the doctor writing the prescription, and, in the event it docs not live up to its ex pectations, docs he, the salesman, have the benefit of this knowledge presented in a factual and timely way? Would a trade journal accept an article published under the aegis of a committee of a (rational surgical organization, outlin ing the surgical experiences that prompted it to be labelled a public hazard? Or would such an item be more properly presented to the public through the National Safety Council, or some other medium? In other words, could we as an organization, promote the public safety in such a way, and would the end result justify the time, effort and expense involved? The medial profession is pretty well tied dawn, scr to speak, to the job of practicing, teaching, learning and disseminating infor mation at the postgraduate level, so that most of us do not have the opportunity to acquire the answers to the questions above. We can't be sure of our own knowledge of the motivation of those who manufacture and distribute products that are related to public safety. ARE you SURE? Can you, who are not in the insurance business, be sure that the advertisement that you rad, cautioning you to do this or that, or advising you to have an examination at this or that time, is prompted by the com pany's true interest in a long and healthy life for you, or by the fact that more people healthy means less waiver of premiums and more people older mans more annual pre miums? In the efforts of one of our sub-committee* to promote the installation and advertising of safety devices, they were told that ooe doesn't sell automobiles by calling the cus- 23 1957 National Safety Congress tomeris attention to the fact that he will be less likely to be killed in it if certain equip* inent is included. Judging by the automobile advertisements, the pitch is beauty in the sweeping line, plus power and comfort. The safety part of it is the customer's option*, he can take it or leave it. At a meeting of the American College of Surgeons in April of this year. Dr. George M. Wheatley, vice president for Homes of the National Safety Council, said, "ft is gratifying to have surgeon* begin to turn their attention to (he study of the cause and prevention of trauma ... the public has learned to look to the medical profession for this kind of leadership." said, "In spite of all surgery and medical care can offer in the way of repair, there is bound to be residual scars of body func tion and mind." la 1950 the American Academy of Pedia trics established its national committee on accident prevention, and the surgical section of this Academy is playing its part. For example, they established shortly afterward die Chicago Poison Control Center. This aroused great national interest and similar center* are sow established in some 44 other cities. Dr. S. D. Woodward, Chair man of the Committee on Automobile Crash Injuries and Deaths of the American Medi cal Association did much to persuade manu DOCTORS PREVENT ACCIDENTS facturers that designing safer car* was part I should remind you that, in spite of the of their business. numerous questions I have asked, indicating perhaps a frightening ignorance of many NSC POLICY phases of public safety, many doctors are l started this talk with a quotation taken already actively engaged in accident preven* from the published policy of the National tton. Safety. Council, and now let me conclude For instance; the team physician who su* it with a further excerpt from this same pervisu or applies preventative bandages or statement of policy:-- appliances to vulnerable parts of athletes; the boxing commission physician who decides that the fight will stop to prevent tasting injury to a participant; the Industrial spe cialist who confers with the safety director and industrial hygienist about certain poten tially-hazardous working conditions; the flight surgeon, or specialist in aviation medi `The Council is also properly engaged m . , . helping formulate model safety legisla tion when the force of law is required, in participation in planning and executing edu cational programs, in disseminating accurate information to the public and in encouraging the establishment of community and state safety organizations." cine, or his counter-part in the submarine and diving activities; those doctors engaged in protecting against radiation injuries in the ever-increasing expansion of nuclear energy programs. Other medical organization* are also awakening to their responsibility in preven tion. The American Association of Plastic Surgeons in 1954 began to participate in prevention efforts because, as one of them Surely in such a varied attack on the factors that (dll and cripple so many Ameri cans each year (here is a place for the par ticular outlook and ability of surgical or. ganizations. Let us not continue to go our parallel but separate ways like the stupa in the Tales of a Wayside Inn--"That pass in the night and speak each other in passing. Only a look and a voice; then darkness again and a silence."*^ 26 THE ACCIDENT PREVENTION PROGRAM OF THE PUBLIC HEALTH SERVICE by OR. JAMS* L GODDARD chief. Accident Prevention Program, U. S. Public Health Service, Washington, D. C In no field is the work of the voluntary organization more valid and appropriate than in the arm of accident prevention. In many of the major problem areas of public health the conscientious private dtizen finds that his chief contribution at the present time is limited to the support of medical research. But everyone ran take direct action to help prevent accidents. Only when everyone is penuatfaf to take action--personally and consistently--shall we see a significant re duction in the toll of death and disability caused by accidents in this country. *6CBfTty ORGANIZED The National Safety Congress has for 45 years demonstrated the value of organ ised effort in the accident prevention field. Compared to this history, the record of toy own agency, the Public Health Service, is a brief one: although wc have carried on activities to the home aeddott prevention field for tnany years, (for example, the Dinnoo of Sanitary Engineering Services established a home accident prevention unit is t9#9), h tra oofy recently (1936) that an official entity, designated *s the "Accident Prevent>co Program." wax established in the Division of Special Health Service* of the Bureau of State Services. ' The State Health Department*--coopera tion with which is one of the leading func tions of the Federal Public Health Service-- are also considerably junior to the National Safety Council in the accident prevention profession. The public agencies have; indeed, received support as well as inspiration from private `sources interested in home accident preven tion. I refer to the generous contribution of the W, ,K- Kellogg Foundation, which has swarded grants making possible demonstratioa projects in home accident preven tion. Three local health departments were thus enabled to undertake such projects in 1951, and eight State health departments received Kellogg grants in 1953 for state wide demonstration projects (California. Georgia, Kansas, Kentucky, Maryfand, Mas sachusetts. North Carotins, and Oregon). AGENC1B CONTMKKE At a recent meeting is Washington of representative* of these state and local demonstration projecu the Public Health Service received the benefit of some half dozes years of experience by typical official health agencies engaged in home acadent prevention work, and we participated in a detailed evaluation of that experience. In all the reports and discussions of the group, great emphasis was placed oa the value of cooperation with local branches of the Na tional Safety Council. It was the hope of the Kellogg Founda tion, in sponsoring these projects, that the states involved would perpetuate the activi ties in the form of permanent programs, and it is equally the hope of the Public Health Service that this development will be a major result of the demonstrations. ft is still too early to tell how many of the seeds thus planted will grow into vigor ous plants, but we have faith in this method of program development, and, indeed, are committed to it as a principal modus oper and! of the Public Health Service in carry ing out it* function of providing leadership to state and local health departments. The public health movement in this country recognizes accident prevention as one ot tts prune responsibilities for the same rea sons that earn.- weight with your own organization. Accidents are now the leading cause of death at every age from one to 35. Acci dents- are now what tuberculosis was a half-century ago--the leading health menace to young Americans. NEED INTENSIVE EFFORTS These two grave and disturbing facts are in themselves, and standing alone, sufficient justification for intensive public health pre- 27 19.57 National Safely Congress ventive effort at every level--federal, stale; and local. The last SO years have witnessed many public health victories over communicable diseases. The last decade, in particular, has seen an amazing advance in preventive as well as curative medicine. The techniques of prevention, perfected during the too* light agaisut infectious disease, are now be ing employed in the chronic disease area to minimise disability through early detection and to maximize rehabilitation. Accidents would scon to qualify as chronic diseases n this country, and we are all dedicated to the proposition that accidents are preventable diseases. Accidents don't iust happen. They are caused. And home accidents are quite as definitely caused by human behavior as are motor vehicle accidents. In both cases, al teration of human behavior patterns is the ultimate solution to the accident problem. RESEARCH. CONSULTATION The Accident Prevention Program fol lows a traditional Public Health Service procedure by emphasizing two basic func tions, namely research and consultation. On the one hand, we have, during the few short months of our "Programs'' existence, drawn up plans for research studies designed to probe more deeply into the behavior prob lems that underlie accident causation. On the other hand, we attempt to supply consultation service and technical assistance to state and local health departments con cerned with accident prevention. We hope to make a contribution to the accident pre vention education field, to die extent that this is appropriate at the federal leveL The three operating sections of our Pro gram are designated as Operational Re search, Program Services, and the National Clearinghouse for Poison Control Centers. `operational RESEARCH Operational Research is concerned with identifying the basic causes of accidental injuries, in developing and testing hypo theses for accidental .injury reduction, and in developing and operating a program of accidental injury reporting, which is basic to evaluation. Areas of research in which we shall concern ourselves in the future include: 1. Studies of the behavioral and not" aspects of accident prereusiaa. Afueh more information Is amdai aleng the following tines: possible rriatkwafaip* between individual characteristic* ami tin tendency to have accidents; the effect ef individual attitude* on accident experience; possible methods of altering tadhidnl utitudes to achieve accident prrresbcsa; sad evaluation of the effectiveness of attempt* to produce nfrfy mirricrfar it The ultimate goal, that of changing un safe behavior to safe behavior, rtqmres, t believe; extensive research is the dfrectkns enumerated. 2. Epidemiologic studies into Occident ctmjation. In 1946 Dr, John Gordon, at the seventysixth meeting of the American Public Health Association delivered his now famous ad dress on the epidemiology of accidents. In that speech he stated that the home aeddest problem should be approached in the same manner as any other public health problem, namely 1) epidemiologic analysis. 2) estab lishment of causes, 3) development of pre ventive measures and 4) evaluation. EPIDEMIOLOGICAL MEANS We in the Accident Prevention Program sincerely believe that the epidemiologic ap proach win produce many tentative hypo theses which can be tested in accident pre vention programs. Much of our effort h the years to come will be placed an epide miologic investigations into aeddems. We propose to use the team approach in some of these studies, utilizing the skin of many professions, including engineering, so cial science, psychology and statistics as well as medicine. During this fiscal year we have planned an epidemiologic study of ac cidents in old people and one in children. We have planned an epidemiologic study of injuries due to kerosene explosions in a southern state; and a targe scale study of poisoning, 3. Effect of toy-ricel conditions on Occident causation. While we generally agree that physical conditions seem to affect accident occurrence, we are not sure to what extent they do so. While we feel sure that persons with dimin ished reflexes and failing sight are "more likely" to have an accident, we do not know 28 Home Safely u ttiat people compensate for these hiects. W propcae to find out more about d* ttfaOMjfaip of physical conditions to j uikinnl iojoiy experience in a group of tid person* who have a complete physical formation Center. We also intend to ex tend studies into accidental mortality in an attempt to identify some of the socio-eco nomic factors associated with excess mor tality. rmsBoatioa and a continuous medical his- 5. Study of methods of secondary preven tion. ACCIDENT HlSTORy V complete history ot their accidental in jury experience will be maintained. Abo in a targe organization where physical exami nations are given every two years, and a complete history of accidental injury ex perience has been maintained, we propose to compare the physical status of those with frequent accidents to that of the acci dent free. During the year we expect to engage in a study to obtain information regarding the types of persons administering first-aid or emergency medical care, and the kinds of emergency care given for different types of injuries resulting from various kinds of accidents. We hope, through this research, to improve the quality of first-aid, and thereby prevent much disability and death through more effective teaching methods. For our major research project in this area we propose to study a large prepaid medical-care plan, where complete medical Currently we are participating in a study of the effectiveness of various types of I care is furnished, including treatment of injuries, and where periodic physical exami nations ar* performed. We r*'pose to treatment for kerosene poisoning, and we expect to expand this type of therapy evalu ation to treatment for other types of poison abstract the records of approximately twenty ing. (hooaznd members, and relate the accidental I should like now to mention briefly, some injury experience to the various physical of the Program Services operation* of the' abnormalities. Accident Prevoitloo Program, which sup 4. Effect of socio-economic and cultural fac plement and complement our research work. tors m accident causation. z* It would seem obvious that accidents are; STATE AIDS in large port, a function of the hazards to Service*. to states have included assign which people are exposed, which in turn ment of a medical officer to the New York are (moans of ways of tiring. For ex State Department of Health. This officer ample. injuries caused by accidental inges helped to design a project far a Driver tion of poisonous substances occur mainly m Research and Testing Center, a cooperative younger children, while Injuries from falls undertaking of the Bureau of Motor Ve arc frequent both among young children and hicles and the State Deportment of Health. old persons. Deaths from automobile acci A public health representatives was also dents are highest in the Ute teens. and assigned to assist the California State De early twenties, and are much more frequent partment of Public Health in activities m males than females. connected with the Cornell Crash Injury These are obvious diffenmees in the types Studies. of accidents that occur to persons of differ ent ages. Some states have non-automobile accidental death rates twice a* high as other states, and automobile death rates five times as high as other states. Evidently geography affects the occurrence of accidents. The effect of income; education, family size, weather, etc., are less dearly defined. These studies have been conducted since 1932 In the Department of Public Health and Preventive Medidne, Cornell University Medical College, New York City with support of outside grants from the Com mission on Accidental Trauma of the Armed Forces Epidemiological Board and the Na tional Institutes of Health of the Public STUD/ POISONINGS Health Service. During fiscal year 1955 we intend to engage to a limited extent in studies of accidental poisonings, from data collected In connection with the National Poison In Assistance was provided to several states in developing portions of institutes on prin ciples of epidemiology, which presented the epidemiological aspect* of accident control. 29 1957 National Safety Congress Consultative work done in various states had some specific results. Tn Wayne County, Michigan, for instance, experimental nursing records were revised to include recording and coding of specific work in acadent prevention. In Pennsylvania long-range pians were developed for improving nursing services in home accident prevention. In Rochester, N. Y., analysis of data con* cerrung accidental injuries collected over a three-year period by the staff of the Visiting Nurses Association resulted in revision of the record form to provide clearer informa tion, In Arkansas a plan was developed to begin evaluation of nursing services in acci dent prevention and to provide a basis for staff education conferences to be conducted during 1957. AID UNIVERSITIES Assistance was also extended to educa tional institutions, such as the University of North Carolina and the University of Puerto Rico, in preparing and presenting courses on accident prevention to nursing, sanitary engineering, and medical students. There has been increasing acceptance of accident prevention responsibilities by state and territorial health departments during the year. Thirty-eight reported specific ac* cident prevention services as part of their total public health programs. Eleven addi tional departments, in their official state program plans, expressed an awareness of the problem and a desire to undermice acci dent services. Following broadening of the scope of the Public Health Sendee Accident Prevention Program, there was an extensive movement among the state health departments to ex pand activities formerly directed toward prevention of home accidents. These en larged activities arc in such fields as traffic, school, recreational, and farm safety. PUBLIC HEALTH TRAINING The training function Is always an impor tant operation in public health- This prin ciple applies with more than usual force to the field of accident prevention. We plan to conduct training in accident prevention meth ods and techniques through assignments to schools of public health (and other special ized schools,) organization of seminars in various parts of the country, assignment of personnel to training situations in state and local health departments active in accident prevention work, and through financial aid to schools to develop course materials and curriculum content in accident prevention. Tbc third operational unit of the Accident Prevention Program is the National Clear inghouse for Poison Control Centers. POISON CONTROL CENTER Staffed by a pediatrician, a pharmacist, an education specialist, a records analyst, and statistical and clerical personnel, the Pro gram's Clearinghouse for Poison Control Centers has been set up to service tbc rap idly expanding network of local poison con trol centers which are now operating m more than 101 communities in 35 states and the District of Columbia. The first local poison control center was opened in Chicago four years ago as a co operative undertaking under the chairman ship of Dr. Edward Press, jointly sponsored by the heads of the pediatric services in major local hospitals, by the Chicago Health Department, the Illinois State Toxicological Laboratory, and other state and local agen cies. From this beginning the poison control center movement has spread throughout the country-, preserving the initial purpose of supplying essentia) information on an im mediate and round-the-clock basis to phy sicians who are treating cases of poisoning. Research, follow-up, reporting, and similar functions are closely related to this primary operation. PURPOSES OP CENTER The National Clearinghouse for Poison Control Centers, which was established fol lowing requests for such a national service from the American Academy of Pediatrics and the American Public Health Association, has the following purposes: I. Interchange of information with lo cal poison control centers through out the country. 1 Stimulation of developmoit of new or improved methods of prevention and treatment of poison cases, and encouragement of research, both basic and rliniral 3. Assistance to slates and local com munities in establishing poison con trol centers by providing technical assistance and consultation. 4. Study of national and area triads m 30 Home Safety ` poisoning and successful methods of prevention and treatment; prepara tion of news releases for professional and lay health education, a. Serving as a repository of informa tion voluntarily provided by manu facturers. In connection with this last item, the al most endless list of household products con taining harmful ingredients has created per haps the greatest potential accidental poison ing hazard. The American Medical Associ ation estimates that a quarter of a million brand-name chemical products are now on the market. t Here are a few categories of such prod ucts, suggestive of the extent to which these goods have become a common feature of the average American home: laundry and dry cleaning chemicals; cleaning; polishing, and deodorizing products; auto care and re pair supplies; art and hobby materials; and the garden-group, composed of fertilizers, weed-lalJers and pesticides. CENTER AIDS COMMUNITY The Public Health Service believes that, whatever the organizational pattern of the local poison control center may be, the local health department belongs in the center of tuch a community activity. In New York City and in Florida, for example, it has been demonstrated that operation of a poison control center has strengthened the coopera tive relationship* between the health depart ment and the local hospital and medical groups. It is inevitable that the long experience of health departments in liaison and advisory operations can be of great value in pooling efforts and facilities that must be achieved if a successful poison control center is to be created in the community. Furthermore, the traditional public health techniques, such as epidemiology, casefinding, and follow-up, lend themselves naturally to poison control work. The processing of information received from all over the country will be a major activity of the National Clearinghouse The analysis and tabulation of this mate rial, and the preparation of summary re ports, will be supplemented, from time to time, by the issuance of special reports de voted to new treatments, changes in formula of trade name products, new toxic materials or toxic materials encountered under new conditions, and the like; MORE RESEARCH NEEDED Opportunities for further research will be brought to the attention of individuals and groups having competence in the areas in volved. We need to know more, for in stance, about the action of certain poisons, and experience has shown that some cur rent forms of treatment are unsatisfactory' Our plans for the future of the Accident Prevention Program of the Public Health Service have been formulated in cooperation with the leaders of many groups, both pub lic and private, having long experience in the field. It was on the basis of recommendations by such groups that a categorical program in accident prevention was established at the federal level, and we look forward to many years of fruitful collaboration with organi zations such as the National Safety Council in mutual efforts to reduce the alarming haz ard of accidental death and injury* in this country.^ THE 1956 HOME SAFETY INVENTORY by A. F. SCHAPLOWSKY director, health education services, Kansas State Board of Health, Topeka, Kan. No businessman today would consider staying in business without periodically tak ing an inventory of various aspects of his operations. His success or failure depends to a large extent upon how well he analyzes what he has done is the pest and how well he plans for the future. It is just as logical to conduct periodic inventories and ap praisals of health and safety programs. In this way they will continue to be unproved and developed. Prior to 1954 individuals interested in the prevention of home accidents frequently asked themselves, "I wonder what is really going on around the country in this field," and "How do the things we are doing m our community compare to what others are doing?" At the 1954 annual meeting of the home safety conference of the National Safety Council, this very' matter was discussed. Who in this country is doing what in home safety? How could such information be obtained? Would an inventory of program activities be a helpful addition to the Home Safety movement? At this meeting the home conference instructed the home division staff to implement the organization of such an inventory, guided by a special inventory committee appointed by the conference. Fi nancial assistance was afforded by a grant from the W. K. Kellogg Foundation. 600 ANSWER TRIAL TEST A trial of the inventory was conducted in 1955. Questionnaires were distributed to state and local organizations asking them to report their program activities. Six hun dred 'reports were received in this initial effort. The inventory committee and the hoax safety conference recognised the poinitials in these reports and endorsed the expansion of the program for 1956. Two staff mem bers were added to the home division to devote their time and efforts largely to this activity. Inventory centers were established in cadi of the 49 states, the District of Colombo, Hawaii, the Virgin Islands, three of the Canadian provinces, and is more than 100 local communitin throughout the na tion. The two primary objectives of the 1956 inventory were; to find out who is doing what m home safety, and to stimulate fu ture home safety program activities. A program stannary form was prepared, tested, refined and finally printed and dis tributed. Some 85,000 copies of this form were sent to dubs, organizations, industries, governmental agencies, fire deportments and similar organisations and groups throughout the states, territories and provinces which had set up inventory centers. These forms were`distributed and the completed reports were collected later through the loot and state inventory centers. 41 HUNDRED GROUPS RESPOND By January, 1957, the replies began to return to the inventory centers. The forms collected by local centers were sent to state centers, and in turn, sent to the National Safety Council. The reports were then coded and the data was put on punch cards. A total of 4,126 organizations submined sum maries of their 1956 home safety activities. It is obvious that these program sunsnaries do not begin to indude all the home safety activities conducted throughout the country in 1956. These summaries, however, do pro vide more information than ever before available about what is being done Thus, no claim is made that this inventory is a statistically accurate sampling of existing program activities. However, it does offer practices and suggestions which may be of assistance to future program planning. A breakdown of the sources of the sum maries received indicated that 145 were sub mitted by organizations whose programs are national in scope, 548 were from state wide organizations, 1,600 from groups which iuoction at the county level, and 1,993 from clubs and organizations active mainly on the community leveL 32 How* Safety Program summaries were obtained from 55 separate types of dubs, groups and or ganizations. More summaries were received from business and industries than from any other type of organization. MANY TEACH HOME SAFETY An overwhelming percentage of those re plying to the inventory questionnaire indi cated that their home safety activities in volved educational methods. This is as eoe would expect, as the very nature of the problem dictates that this approach must be the main method of reaching people in their homes. A wide variety of specific activities were listed and described in the narratives which accompanied many of the program forms. The findings revealed the tendmey for or ganizations to pick their subject matter be cause tt "was a good idea" or because it "was part of a regular annual pattern." Only a limited number of organizations took a survey of their local accident situa tion to discover whether the aspects of home safety emphasised were those which needed attention. This is a defect of many pro grams, as our changing environment creates new hazards each year and programs must be developed to meet them. Inventory centers prepared reports for thrir states or local areas. These reports were distributed to groups who participated in the inventory- They were an important step in the process of community-wide plan ning, and served as a stimulus to new and improved programs. Thus every group which contributed learned what alt other groups were doing. This is a brief descrip tion of the mechanics and findings of the 1956 home safety inventory. The objec tives were met, in that the inventory re vealed for the first time, on a national basis, who is doing what in borne safety. It is now a guide for future plans and projects, and is stimulating the development of in creased activitiy in this field, especially at the local leveL WHAT APOUT THE $64,000 QUESTION In planning development and improve ment of the home safety inventory field, the inventory committee during this last year asked itself questions tike these: "Sure, in the 1956 inventory, we found out that a lot of different types of organization* are en- gaging in a great variety of activities throughout the country, but what about the $6L000 question ? Do any of these activities actually prevent any accidents, and if so, arc certain types of activities more produc tive in this regard than others, or are a lot of people merely engaging in a lot of activties with little or no effect? Can future inventories be designed and improved so that the data obtained will bring us nearer to the answers to these questions?" To be sure if such information could be obtained, accident prevention workers could develop programs using tools which would compare ui effectiveness with the Salk vacdoe in its prevention of paralytic polio. Un fortunately the answers to these questions are elusive and may never be completely sound. However, when more and more dedi cated workers throughout the country add bits of knowledge here and there in the years to come, the answers will begin to emerge. Inventories can play an important part in this process by periodically gather ing, analysing and disseminating details about the thousands of programs and ideas that will continue to develop. When 1 become impatient with our prog ress, 1 remind myself that in the field o! public health those problems with known single biologic causes have been solved and controlled. Those diseases with multiple and varied causes such as heart disease, cancer and mental health are still defying man's attempts at prevention and control. Activi ties undertaken in communities in attempts to control these diseases are almost as great and varied as are those employed in home accident prevention programs, and yet the time and money expended on these programs is tremendous when compared to that ex pended on home accident prevoition. SHOULD PROGRAMS CONTINUE? Indeed, the causes of accidents are equally as multiple and complex as any of these diseases if not more so. Independent re search and inventories with improved pro cedures, techniques and instnunots in the years to come can provide us 'with data which will enable us to improve our pro grams and effectiveness ui reducing the, num ber of accidents. Another question which I have occasion ally been asked in regard to the inventory is, "Should we continue to stimulate more 33 1957 National Safety Congress group* and agencies to engage in activities which we aren't sure will really help solve the problem? Shouldn't wc wait until we have more definite information?" 1 have answered these questions in this manner. Research in other fields is not on an "all or nothing" program. Man simply wilt not sit baric and watt for the day when someone announces a complete cure or preventative. He does what his best information and judgment indicates will help in the situation at the present time. From his attempts, experimentations and activities will come some new thoughts and some an swers. Indeed if more individuals and groups concern themselves with the problem of home accident prevention, successful techniques and activities sooo become clearer and better defined. Today we might say we are using a shot gun in our home accident prevention programs: tomorrow we will be using a rifle. The Inventory Has bem an important step in the home safety field. It can continue to crystallise botoe accident prevention activ ities and techniques throughout the country* The present inventory committee of the Na tional Safety Council has recommended that a national inventory not be taken in 195E but that one be taken in 1959 of activities which were conducted iu the year 195*. Changes have been suggested for the form to be used and the methods to be employed in conducting it. State and local inventory centers wid again be requested to conduct the inventory in their respective areas. The format of the inventory forms will resemble those now being used for the traffic inventory in that one compiled report will be developed by each center and sent in to the National Safety Council. A kit of state and a list of local forms will be developed. To assist the inventory representative in gathering mfonnatioa from local organizations sup plemental forms will be developed. No tong range plan for contTranticn of the inventory beyond the ooe to be ctmducted in 1959 has bees developed. Member* of present mad fsezv knMwj committees of this Hone Safety Confer ence and staff members of the borne division will welcome any suggestion# hdiidnh may have to improve the procedures and in struments used in future initnoria A HOME FIRE INSPECTIONS BY FIRE DEPARTMENTS by CHIEF REYNOLD C. MALMQUIST vice president, international Association of Fire Chiefs, Chief of Minneapolis Rre Department, Minneapolis, Mfnn. In attempting to prevent the loss of life and the start of fires m this country, the more we join hands with other organiza tions, the greater the possibility of reducing the fcs of life and losses from fires. No one fire department or no one organization is large enough or capable of doing the job alone It is fitting that the tragic loss from fire be considered one of our major fields of activity. Each year America faces a tragic human and economic toss from fire. What we consider that we are approach ing, or probably already have arrived at the 34 ooe millionth lire per year and that oar fire loss will probably exceed the ooe bilfico dollar mark, we realize the challenge which confronts us, at least economically. Serious as these figures are, the most tragic results from these fires are the loss of more than 10,000 citizens with probably 4,000 of the victims young people who have not had an opportunity to live. HUE CHIEFS DUTIES The International Association of Fire Chiefs ts truly an international organization concerned with the problem which confronts Home Safety the chief fire officer. As an administrator, the fire chief's duties today are not solely concerned with the extinguishment of fire. He must be equally concerned with the fre quency with which fires occur. The best trained men and the most modem equipment are available to help him in his fight to extinguish the fire. Manpower and sound planning are needed to help him to prevent fire from occurring. With this thought in mind, the Interna tional Association oi Fire Chiefs two years Ago entered into a program of promoting the inspection of the home. When this pro gram was undertaken, there were many who tell that because of the sanctity of the home, the right to enter it by firemen would be tenousty questioned. The home inspection program to date is successful. At the end of the year the ten millionth home in the United States and Canada will have been visited by members tit the fire service. (.Generally speaking, the program is planned <un a year-round basis, and while it is a part t fire prevention. the activities are not limited to fire prevention week. OFFICERS MUST EDUCATE While it is true that any experienced fire officer can, from his desk, describe the con ditions which make fire a receptive visitor m the home, the challenge to him is to bring this information to the home owner and his (amity in such a way that common, rvery-day carelessness will not sadden his residence. Wc have found that where the home in spection program enjoys the support of the chief executive of the state, it is much easier to consolidate our work and effort. Some 22 Rates are now actively engaged in the home inspection program. In the other states many departments have devel oped new ways to "hack the attack on fire." While statistics are dry, cold figures, tomcrimes they can be used to point up areas requiring additional consideration. We found that per cent of our dturns invited fire men to their homes. The remaining 6 per cent feel that this is an intrusion oi the home. Wherever a program has been suc cessfully conducted for a 12-month period, we found that there is an approximate 30 per cent reduction in calls to the fire de partment for fire emergencies in the home. WASTE OF MANPOWER America today is an Industrial and chem ical nation. It is right that it should be for our standard of living is the highest of any country in the world. Yet, we can also brag that the loss from fire is equally high. No other country in the civilized world could support this tragic waste of manpower and natural resources year in and year out. Hand in hand with this improved standard of living come the many new invention* and processes which make the home a better place to live; Home owners are not neces sarily engineers or firemen and, while they enjoy modem scientific developments and improved household equipment, they fail to recognize that, while safe, they may con tribute to a problem which is dangerous and hazardous to them. The trained fireman can bring these points of danger to the attention of the home owner. In turn, he will develop a friendly public relations program which places the fireman as the partner in this group of public officials who are working for the safety of their citizens. MUST PIAN DETAILS Those of you engaged in the development of safety programs know full wdf that the mccess of any program depends upon the details of the planning. There is no spot where this is truer than in the area that undertakes the home inspection program. It is necessary that the chief completely sell his governing body on the intent and pur pose of fire prevention in the home. It is necessary that he sell the skeptics the soundness of bringing home inspection* to the citizens oi the community. Many will say that this is evidence of the rapidly developing theory of a police state. If steps taken by the department are so judged, and if subsequent investigations by other muni cipal agencies indicate that the information derived from home inspections is used for other purposes, the program will fail. The people of the press, TV and radio can do much to bring the problem to the home owner. They can open the doors when they fairly present the soundness of the program and the reasons why it has been undertaken. Generally, we find that fire department personnel, once they understand the need tor Home inspection, undertake it as a port 35 J05T S'aiiemal Safety Congress of the fire prevention program. They should Our association U seriously considering he thoroughly versed is the reasons for the program. They should be trained on their approach to the public because usually it has not been within the scope and duty of the firemen to make good-will calls. the promotioa of fire administration train ing on the college level. Should this be developed, we hope to include more and more fire prevention training in otir teaching to firemen each year. They must dtyeJop a spirit of coopera tion and helpfulness. They must never in stitute inspections la the spirit of an investi gation. They must assume that the condi tions they ford are human failures and are not developed as the result of Intention or design. In many communities the home Inspection visit has been followed up by a personal telephone call by a chief officer. This gives evidence to the home owner that the pro gram is supported by the entire department It also acquaints the home owner with the The day has long since passed when wc considered the fire service as only an extin guishing agent, remaining exclusively within the fire station until some area of trouble develops. While it is true that there is considerable activity, which can only be undertaken in the fire house, it is equally true if we are to reduce the number at fires and the lots of lives, which are in creasing each year, we must take our prob lems to the people who are, in fact, our customers. recognised fact that he has been pledged, with his neighbor, to maintain a fire safe HOME 1AHTY NEARING INDUSTRIAL home. Safety In the borne Has now readied the The National Safety Council has become level of importance that safety in industry a partner with the fire chief in this program. arrived at some time ago. This is correct Their annual haute safety inventory now because today more people are spending a questions the fire activity in the communi greater number of hours in their homes ties surveyed. This, in turn, acquaints the than ever before. fire chief with the fact that HU work ts being recognized by committees which norm ally undertake safety programs locally, .\faay times it places him on the advisory boards of such committees. To a greater degree it places before bam a challenge to make his area a safer place in which to live. Many of you. I am sure; are wondering how toog an active program of this type can be kept going. As we envision it, there Is no limit to the preventive side of fire fighting. There are many programs, which arc being undertaken to bring to children--and through the children to their parents--(he need for fire safety. We in the fire service fed that we must bade up these programs by emphasizing to the parents the need for the greatest care and consideration possible in order that their homes may be kept in tact and that their children have the privil ege and the right to grow up and enjoy the benefits which are ahead for those living in Amcrirx.A COMMUNITY FIRE PREVENTION PLANNING by E. W. FOWLEX director. Code* & Standards, National Board of Fire Underwriters, New York city The National Board of Fire Underwriters directs many of hs activities to the com munity approach to fire prevention. Three National Board of Fire Under writers* activities most worthy of discussion are fire protection surveys of cities, building codes, 2nd fire prevention codes. FIRE PROTECTION SURVEYS OF CITIES These surveys specifically deal with com munity fire prevention and coping with serious fires and conflagrations. la most of the conflagrations in primarily residential areas, wood shingle roofs oo closely built dwellings of combustible construction were an important factor in fire spread. Other conflagrations, such as from hazardous oc cupancies or large buildings with combust ible interior construction, usually developed because of inadequate public fire protection --that is, inadequate fire departments, water supply and other features for effective fire fighting. Three large forest or brush fires known as the Malibu fires occurred nearly simul taneously in December 1956 m Southern California near Los Angeles county. In these fires 90 homes were destroyed and an estimated 1,550 homes burned. Effective work of local county fire departments kept the too of homes down to about six .per cent. Fighting conflagrations is definitely a community function. FJre loo is also a community fire preven tion problem. Tire community approach to this problem matches closely the approach of fire protection engineering surveys of cities made by the National Boerd of Fire Underwriters in larger cities, and local fire insurance inspection bureaus in smaller com munities. These surveys and reports include a de tailed study, with recommendations, of .pub lic fire protection. These studies cover the adequacy and reliability of the water supply system, the effectiveness of the fire depart ment. such as manpower, equipment and methods of operation, and the adequacy and reliability of the community fire alarm sys tem. They also analyze the size, type, conges tion and fire hazard of buildings and the effectivmess of building and fire prevention codes In controlling fire hazards. These are studied for possibilities of conflagrations. A local building code is important in the community approach to home fire prevention. It can prevent conflagrations and fires from one building to adjoining ones and can also prevent the fire from spreading in the house itself. WILDING CODES N&R FIRE PREVENTION Many features of a building code relate to control of fire spread in business, com mercial, industrial buildings and apartment houses. Other features deal with fire pre vention In dwelling houses. Some features that relate to fire spread in buildings gen erally are: 1. Fire limits or zones prohibiting wood frame construction and unprotected metal construction should be established. This can reduce the likelihood of spreading fires in congested business districts. 2. Heights of buildings must be limited according to the type of construction. Any building too high for the fire department to fight a fire effectively must have floors and other structures that will resist aa ordinary fire without collapsing. 3. Areas of buildings must be restricted to type of construction and occupancy. Con sideration should be givot to sprinkler pro tection and height and separation from other buildings. The larger the building the greater the difficulty fighting a fire, and the greater the likelihood to involve other buildings. 4. Exterior wall openings near, other buildings most have suitable protection such as wired glass a metal frames. Such pro tection helps the fire department stop fires from spreading from building to building. 3? 1957 National Safety Congees* Home Safety 5. Stair, elevator and other openings to floor* of buildings are important elements in Are spread if not properly protected. This is particularly important for the safety of occupants* 6. Fire wails dividing buildings must fiave sufficient structural stability and fire resistance to control the spread of fire from building to building. Openings in fire walls must have standard fire door protection or the wills are ineffective. The important features of a building code related to fire prevention in the individ ual dwelling house are roof coverings, fire stopping. chimneys and heating appliances and systems, and proper installation of elec tric wiring and equipment ROOF COVERINGS AND FIRESTOFFING The combustibility of roof coverings Oiould be regulated to control fires spread hy firing brands landing on roofs. In a large midwestern city a fire in a four-story building set 70 other buildings on fire from flying brands which carried about a mile .tway. a good building code limits roof coverings to those Class C or better under Underwriters' Laboratories* classification of roof coverings. This class is effective against light fire exposure and has no flying brand hazard. vents, and heating appliances and systems. A properly enforced building code on such items can control this hazard. Masonry chimneys should be solid ma sonry units, with wood beams, header*, joists and studs property spaced from the chimney. Factory-built chimneys and special types of gas vents should be installed ac cording to manufacturers' instructions and within the limits of their approval. Heating appliances and systems must have proper safety controls and be installed with proper clearances to combustible material. Communities usually control installation of electric wiring through enforcement or the National Electrical Code, either by a separate electrical inspection department or by an electrical inspector working in the building department Electric wiring should be installed in a standard manner and suffi cient outlets installed to avoid overloading the circuits. In older dwellings proper ex tensions should be added to the house wiring system. There are several widely used model building codes. The National Board of Fire Underwriters has published a recommended building code since 1905, the latest being the 1955 Golden Anniversary edition. An ab breviated form is available for communities which can use a shorter code. Wood floors and wails and furred ma sonry ail's can be hazardous, if proper firestopping is not inStalledL A fire starting in any concealed space will spread through out the building before being detected. In -uch cases there is little possibility of ex tinguishing tiie fire before extensive damage is done. A house bad an oil burner fire in the tasemem a few years aga By the time the local fire department arrived the fire spread through the unfirestopped stud Spaces In the exterior wills and smoke came out around the eaves. The fire department bad difficulty locating and extinguishing the fire in con cealed stud spaces and the building was a complete loss. Suitable firestopping would lure kept the fire in the basement until the fire department extinguished it. CHIMNEYS AND HEATING ALLIANCES .Among the most important causes of dwelling house fires are chimneys, flues and The National Building Code recommended by the National Board of Fire Underwriters Is the product of many years experience in building code writing and enforcementexperience with hundreds of adoptions, ex perience of specialists In all brandies of fire prelection and building construction. On items whkh vary with local conditions, the code's provisions are flexible enough to use in any ares ol the country. Localities with heavy snowfall, exceptionally high winds, earthquake* or other conditions in crease the requirements according to their needs. Approximately 1.000 dlies mid towns use our oode or hare a similar building code. In recast years several building officials* organizations produced and fostered adopHoo of model building codes. The three model codes of building officials* orgmnizalions are much superior in regulating buildlog construction to control fire hazards than the average old locally prepared code. 3S i " ri I I 1 V I f FIRE PREVENTION CODES A local fire prevention code may seem less related to preventing fire loss in a dwel ling than the building code. But fire preven tion codes do'have an important relationship. A fire prevention code which specifies safe guards for oil burning equipments has a direct relationship to dwellings where fuel oil is used. Other code provisions, such as storage and handling of gasoline, all highly flammable liquids, explosives and hazardous chemicals, are important because fires or explosions irom these products could effect many dwel ling houses. These fire and explosion haz ard* occur where these products arc reg ularly handled and also when transported through the community. The National Board of Fire Underwriters has been a pioneer ol model codes to aid communities in their fire prevention respon sibilities. In 1895 the National Board pub lished the first nationally recommended elec trical code, in (90S the first model building code, and in 1950 the first model fire pre vention code. Zoning regulations arc not often consid ered home fire preventions, but they are significant. Zoning regulations often sepa rate dwellings from tot lines and limit heights of buildings. Separations are helpful to a fire department trc controlling a dwelling fire. An effective community fire prevention program cannot be accomplished without the support of people in the community. The services of the National Board of Fire Underwriters are available to all communi ties. Gromunities must do their part for an effective community fire prevention program. By working for fire prevention you protect vour own home as well as your neighbor's. a LET'S STOP THESE FIRE DEATHS! by rater lUtrlEE general manager, National Rrc Protection assn., Boston Present estimates are that we have 5.000 fines every day of which about 1,600 occur tn buildings. The great majority of all of these fires are due to simple, readily un derstood causes. One has only to look at the daily record of fires in any Urge city to realize that this is so. As an example I took a look at the fire record prepared by the Insurance Patrol m Chicago for one recent day. There were SO fires recorded on this particular day. Of these. 27 were from careless disposal of cigarettes or matches, 14 from accumula tions of rubbish near heaters or other open flame#. 11 from defective furnaces or chim neys, nine from the careless handling of gasoline or kerosene, eight from portable oil Moves, six from defective electrical wiring, four from gas burners, and only one from a ipedai Ksard When it comes to deaths and injuries due to fire, the some general situation applies. Entry day our Fire Record department re ceives reports of local tragic incidents such as these. Perhaps one reason why the general pub' lie does not become aroused over such need less waste and suffering is that good, reliable statistics nationally on deaths and injuries in fire have not been available and these isolated cases arouse interest only in the local am where they occur. For many years we have been struggling with this subject of reliable fire casualty' statistics and the NFPA Committee on Fire Casualty Statistics has come up with a standard form for reporting fire casual ties. This is bong tried out at, the present time in a number of states and we hope eventually to persuade all of the states to use it so that in course of time reliable fire casualty statistics may be forthcoming. Your help in getting recognition of this form and its use in your own states and communities would be very much appre ciated. 39 /957 National Safety Congress EDUCATE CHILDREN ON FIRES reduction in loss of life because after all, How can we attack this problem which is so important? How can we effect a mass education of all of the people so that as part of their daily routine they will not commit acts of carelessness that result in death and destruction? What are the forces that are or ought to be available to us in a mass attack upon tins problem? Rather the great majority of fire deaths are in homes and among the children and the aged. Stevens say* that already on the West Coast more than 2,000.000 homes have had such inspections by the firemen and that the campaign has been successful in such cities as Los .Angeles and Berkeley, Calif., Seattle, Wash, and Portland, Ore. obviously, a basic consideration is the edu A third approach to this problem and also cation of the children in the schools in die one that has been tried with great success simple principles of fire prevention. The in numerous individual communities in vari National Education Association has been ous parts of the country is the inspection of tackling that problem in recent years with homes lor simple fire hazards through borne conspicuous success. inspection blanks distributed to the children Teachers are overburdened and resist any attempts to introduce new material and new subjects into their courses of study. But <he KEA proceeds on tit* principle that in the school*. Here again we have a device that is simple, inexpensive and effective, and wherever it has been done on a consistent basis it has worked. teachers will much more readily accept sug gestions and material prepared by teachers USED INSPECTION BLANKS SUCCESSFUL!/ for teachers. It produced a series of excel lent manuals on how to (each fire preven tion in existing courses of study from the Kansas City*, ifo. was perhaps the most notable example of this type of approach when during a period of several years of elementary grades up to the high school consistent home inspections by the school grades. children a bad record of deaths, injuries and The teachers that have experimented with destruction in dwelling fires was materially this material and have taught fire preven reduced. tion in their classes in science, English, art A fourth attack upon this problem of fire or civics have fotmd that the subject is a deaths is the year-round educational cam great attraction to eluklrat and the response paign directed at home fire prevention con is excellent. Is view of do* development, ducted by the National Fire Protection all that remain* to he done is this field is .Association through all of the pub to gain the teacher's acceptsoce of the mate rial so that we ess insure that subsequent generations wiB not huflc fire so tragically licity media such as the newspapers, the television and radio stations magazines, bouse organs and the like. carelessly as does the present generation. Sparky, the firehouse HabitsPan dog, is HOUSING INSPECTIONS the symbol of this campaign and has be come a familiar and wefi-tfked figure to the ,Another new and growing and very im portant force in the overall attack upon fire deaths is the campaign initiated by the International Association of Fire Chiefs American public. Hundreds of communities have organized Sparky Fire Departments for the children of the community tmder the sponsorship of the fire department. through the Fire Prevention committee of that association beaded by /ay Stevens of San Francisco. Stevens has recognised that We have now available, therefore, these movements and these tools that we know will do this job and we must find ways and oee simple, effective and inexpensive method means of utilizing them effectively. The of attacking this problem is through the great American Red Cross has realized simple inspection of all dwellings in a com through its disaster relief program that a munity by the fire deportment. substantial majority of all the disasters are ThU approach is not new. It has been fire disasters. tried in several hundred cades, in some as much as 20 to 25 years ago. Wherever it UTILIZE COMMUNITY GROUFS has been tried it has shown a marked re Certainly we should take advantage of duction in dwelling fires with subsequent the widespread community organization of 40 Home Safety Red Cross chapters everywhere to work through this now interested group to gain acceptance of the educational program, the fire chiefs' program, the home inspection program through school children, and the Sparky home fire prevention program every where. The Boy Scouts of America have dis covered that one of the potent sources of sponsorship for Boy Scout troops are the volunteer fire departments of the country. Here is another great nationwide organiza tion that can be of tremendous help in a broad attack upon the problem of reduction of fire deaths. ' There are other great national groups that we have yet to reach effectively but that I think can be reached. 1 am thinking of the General Federation of Women'* Club*, the life insurance companies and the labor unions as examples. I can see no reason why these and other groups cannot be interested in supporting in every community throughout the country the principles of fire prevention once they understand that such support is not costly or difficult or unreasonable. Such forces working in each community with the help of the local Chamber of Com merce, safety council, insurance board. Ro tary and Kiwanis Clubs, and similar local civic groups, can effectively stop these fire deaths. I have tried to outline the simple meas ures that need to be taken and in broad terms the sort of support that is needed to put across such measure*. Is this job too big, too comprehensive and too scattered so that we must admit defeat, or is this prob lem so simple and so common place that It is not challenging enough to fire protection people? I am not suggesting for a moment that we should not proceed in every way (hat we can to improve our sUndatds of fire protection engineering, to improve our fire training programs, our Gre department operations and our fire prevention activities in more complicated Adds. But if we are to perform the greatest pub lic service then we must constantly hammer away at the simple, every day things that cause the greatest toll of death and destruc tion by fires. A OFF-THE-JOB ACCIDENTS HURT INDUSTRY TOO by J. L HIDING!* director, safety and plant protection. Inland Steel eo^ East Chicago, Indiana During the year 1056. 30.700 people died because of off-the-job accidents. If these accidental deaths continue at the current rate for 1957, the undertakers, the grave diggers, the tombstooe people, the florists and the cemetery associations can say they have had another successful year. Have we become so ca Housed to accidents that we are no longer impressed with die seriousness of this humane aod economic problem? Are the media* of ctwnnxmica tions such as the press, radio and television, "missing the boat" to the extent that the general public has accepted unnecessary offthe-job accidents as a part of modern day living? I have taken issue with the press and radio on several occasions, for their gory accident stories. I have been told the public is more interested in spectacular bad news than in constructive good news. How many times have you been disappointed in finding safety articles relating to industrial or avie safety accomplishments, relegated to the bade pages of Section #2 of - your local newspaper? If the public is more interested in reading about bad news than good news then our job is to change public opinion. How can this be done? First there must be a cocuncx* understanding of the need for safe practices and condition* cm streets and highways, in 41 1957 National Safely Congress the home and in other public endeavors. To illustrate the effect of off-the-job Second, the public must demonstrate their accidents upon industrial productivity, here desire for traffic safety, home and public are a few case examples. safety by complying with regulations and by cooperating with the various law-enforce ment agencies. A steel mill roller with 40 years of ex perience had the bumper of his car and another become locked. Trying to free reonl ARE LAZY his car he sustained a severe back injury and lost two months work. As a roller, his My experience with various public en knowledge; training and experience is in deavors. political, civic and social, is that valuable, and his company had to upgrade the average person feels he is too busy to different crew* members and break-in a new take an active part in these affairs because man to fill the crew. he is more concerned with utilizing more and more of his time ior personal enjoy ment. Also I believe most people are natu rally Iary, both mentally and physically, when it comes to joining a worthwhile crusade that may interfere with personal plans. In spite of close supervision there was a daily lost of production. This accident wa costly to the injured and his family in term* of lost wages, to the crew in terms of a reduction in tonnage bonus, to the employer in the loss of production. Customers were dissatisfied because of delayed shipment?. I also believe to be successful in our campaign against off-the-job accidents we CASE NO. 2 must form the type of crusade that will shake the average person from his com placency. At present this crusade is in the formation stage. Its nucleus consists of the mourners of the dead, the National Safety Council, the press, the radio* the TV1, manu facturers. business people, civic and political groups. Elmer was a farmer when he was not running an open hearth hot-metal crane. Last year he helped his neighbor harvest corn. Elmer started around the com eleva tor. but at a point inches from the coupling of the unguarded drive shaft, he slipped and his leg skidded against the rotating shaft. Quickly his trouser wound itself around Our main objective is to get this safety the shaft, and his trapped leg became a crusade on the road. To do this job effec pulpy mass of flesh. tively we must have more than casual sup This accident has dtanged Elmer's way port from sponsoring group* and the public. of life--off and on he spent over two month.* The National Safety News article, "The in the hospital. Approximately five months Challenging Decade." stated. "Population in later Elmer was ready to return to modified the age groups 45 years and over will in work. He lost $2,500 in wages, aside from crease during the next 10 years because of an estimated $2,000 cost of living expense. the small families during the early JO's. In the age group 25 to 44 years it will decrease." Elmer's accident also caused a chain reac tion at the plant. Although Elmer's replace ment had been well trained In the proper "If our economy continues to expand at operation of hot metal cranes, additional recent rates, the gross national product must time and experience was still required be increase more than 40 per cent with the per capita share of this product to increase omt 25 per cent." fore he became as proficient as he should be on a single crane. Accident exposure is certain to be greater during such periods. "These figures all bot! ilown to the fact that our productive population will be de creasing while our non-productive popula tion and overall demand for goods and serv ices are increasing.'' "To Weep pace with this situation we must conserve our manpower, upgrade its shill and increase individual productivity." The relief craneman, in turn, had to be replaced by a crane operator learner. The problem fared by this man is a magnification of what the relief craneman had to undergo. Then another empSojee had to be placed as a crane operator learner. This chain reac tion of operational changes created problems for everyone from the lowest hooker to top departmental supervision. 42 Home Safely CASE NO. 1 Robert * sheet piler was driving home, missed a curve and crashed into a ditch. He fractured his left tibia, and fibula and was hospitalized nine months One month before Robert's accident, his department had installed a new production line A three week training period was held on the new unit. The department was des perate for trained personnel so Robert's loss to the department was even more frustrat ingHis replacement created additional work difficulty and presented greater accident ex posure which had to be offset by additional vupervtsion and personal awareness of the new* nun. During the new man's training period as piler, lifts had to be replied, sheets rejected, and everyone on the line had to cope w-ith the added consideration of work ing with a new man. Because Robert had to be retrained for the piler job. the entire training period in wages alone was a complete loss--aboui $200. Wages paid Robert during his training pe riods when he returned to work were benefi cial since they were an investment for future lob needs, but this was a needless cost, amounting to $900 or $1,000. Other cost figures not available, were wages for re eling badly piled lifts, and other incidental costs in connection with handling of same. Finally, additional services were required from the staff and departmental personnel to integrate Robert into the work force. These are but a few of our off-the-job case records. Others involve supervisors, clerical workers and a variety of skilled craftsmen. PUBLIC RESPONSttIUTr Most mot and women involved in off-thejob accidents are parents of children, or have parents or relatives dependent on them for support. Although more than 90 per cent of our employees are covered by off-the-job insurance we cannot expect insurance to replace the worker's wages few an indefinite period of time. Whew insurance payments run out, various type* of tax-supported wel fare aid begins, which means tax bills and industry pay the greatest share of the country's tax. The public should be interested in acci dent prevention work to prevent pain and suffering from accidents, and at the same time eliminate the need for public charity. Whether your business employs one or a thousand workers, accidents hurt industry too. Worker* are part of the assets of any business. Whenever a worker is fatally or seriously injured on or off-the-job, both the worker and business suffer an economic toss. Although much credit must be given the National Safety Councsi local safety coun cils, civic groups and law-enforcement agen cies for reducing off-the-job accidents, our crusade against accidents will not be suc cessful until all business and industrial groups take an active part in off-the-job accident prevention work. During the past three years the Inland Steel company has spent considerable time and money to make our workers more safety conscious about off-the-job accidents. We have used the following programs with a favorable degree of success: TRAFFIC SAFETY CAMPAIGN Inland Safe Drivers club--Membership in the club is voluntary. Workers are solicted by their foremen at safety meetings. Those that sign a safe drivers pledge are given a reflectorired bumper sticker for their cars. This is a continuous campaign. Safety seat belts--In addition to equip ping all company cars and trucks with seat belts, our employees can purchase seat belts and have them properly installed at a re duced rate. Seat belts should be considered standard equipment on alt cars and high way trucks. During the past year you have had the opportunity to read many articles on the pros and cons of seat belts. Seat belts should not be considered as a panacea for ai! auto mobile accidents. Like safety glass, tires and highway raj] guards, their use can only help to minimize injuries. Safety car checks--During the past two years we have cooperated with the local police by checking all company cars and trucks. In addition we have set up check lanes to check all cars driving in the plaint. Education program--(a) Traffic safety films we shown at group safety meetings, (b) We publicise and post pictures of local highway accidents, furnished by the Indiana state police, (c) Our employees are kept 45 National Safety Congress abreast of traffic safety activities in the state by information we receive from the Indiana Traffic Safety foundation, (d) Facts and figures published in the National Safety Counai Traffic Safety magazine are used extensively. HOME AND PUBLIC SAFETY ------ Home inspections--At interval? our safety engineers inspect the homes of em ployees for unsafe acts and unsafe condi tions. Pictures are taken and safety stories are published in the plant newspaper. These inspections are made at the request of our employees. -------Cartoon Contests--Safety cartoon? showing unsafe conditions and unsafe acts, in the home and on city streets, are published in the plant newspaper. Wive* of employees submit a list of unsafe acts and unsafe con ditions found in the cartoons and are eligi ble to compete in a turkey drawing contest. ----First Aid Training--Each year more than 10 per cent of our employees are trained in first aid. Some employees have *avcd lives because of their knowledge Of first aid. This year we expect more than 40 plant teams will compete in our annual first aid meet. ------ Safety eye glass program--Employees even though exposure to injury is greater on-the-job than off-the-job: 1. Industry, whenever possible, selects the proper type of person for the job. 2. Workers are trained to develop and use safe work habits. 3, The employer's machines and equip ment are equipped with approved safeguards. 4, Workers who willfully disregard safety regulations are subject to disciplinary action. 3. Last, but most important, employers know that accident prevention programs can not be successful without a continuous cam paign to improve the worker's attitude to ward his own safety and that of his co workers. Over the years industry has made tre mendous progress in the scientific field. This has resulted in fewer accidents, in creased productivity, push button control operations and better working conditions. Many of the new technological device* such as automatic switches, safety interlocks, electric eyes, television and radar control* prevent accidents and injuries to workers. , . . BECAUSE OF HUMAN FAILURE who must wear prescription glasses are encouraged to purchase safety glasses. The company pays for part of the cost. With safety glasses the worker is safer in his car, at home, on the golf course and while participating in other sports and activities. INJURY STATISTICS For the post two years we have publicized throughout the plant on-the-job and off-thejob injury statistics once a montit. Figures for the first eight months of 1957 are as follows: Plant disablinginjuries ........................ 54 Fatalities ............................................ 0 Off-the-job injuries.......................... 144 Fatalities .................................................. 13 Employees spend more time away from work than on the job, but this is no justifi cation for people to have more injuries at home, on the streets and highways, or while on vacation and week end pleasure trips. There are several reasons why workers should be safer on-the-job than oftahe-job, We still have not reached the push button suge insofar as using it as a positive con trol for human behavior. Human failure is still responsible for 85 per cent of the industrial injuries. However, the total num ber of industrial injuries has been consid erably reduced because of our accident awareness program. We believe that because of this continuous program to prevent in juries anywhere, we have helped to make our workers* homes and communities a safer place in which to live. Many of the safety control measures used in industry can be used to control off-the-job accidents if properly applied. EDUCATION is most important. There must be a common understanding of what is right and what is wrong, by all agencies such as schools, churches, civic, social and poiitiral groups. LEADERSHIP--There must be leader ship and cooperation. Every person must assume his share of responsibility for hi* safety and that of his family. 44 Homs Safety The National Safety Council and the American Society of Safety Engineers are well qualified to provide leadership on a na tion wide basis. But each community can be best served by its own local safety council in cooperation with the National Safety Council. Our big job i* to stimulate an awareiess within people to want safe homes and sate highways and other public places. Until people develop this awareness they* will con tinue to destroy themselves and others, at home and on the highways and in other public places. FLEXIBILITY AND FEEDBACK PROGRAMMING FOR A MULTI-LOCATION OPERATION by M. FRANCES DEVINE personnel supervisor, Northwestern Bell Telephone company, Dcs Moines, low* We are keenly aware of what safety means to people and what people mean to industry people alive, healthy and whole. There is nothing more important in the whole world. People mean life. Abraham Lincoln said, "next to creating life, the greatest thing a man can do is save a life.** We are interested in this since we are vitally concerned with the number of bodies being needlessly dismembered, disabled, and lives tost from not realizing the dividends of safe living. How can industry get more and more people imbued with the knowledge of Jiving safely no matter where they are or what they are doing? Industry has accomplished a great deal In promoting safety' on-the-job. Of recent years many have expanded these activities to safety off-the-job, many with special emphasis on home safety*. The North western Bell Telephone company, like all Bell System companies, has had active on- the-job safety education for many years and with splendid results. Results earned the National Safety Council Award of Honor five out of the last six years. Telephone work is safe and is becoming more safe u time goes by. But how much of this is being carried away from work? Our company examined off-dory lost time injuries three years ago. Our off-duty in juries for surpassed those on duty. The need to expand our program for preventing offduty injuries was urgent This problem is far reaching, involving not only employees but their families. How docs rndnwy ap- preach such a problem? A challenge indeed --off-duty safety promotion requires a dif ferent approach than on-the-job. To be of assistance when needed is s basic charac teristic of human oature. We knew if our people were informed of the problem and enlisted to prevent painful injuries, we would get some effective action. Our problem was to reach the 7,000 em ployees in the Iowa area. We have offices of varying sues in many locations. On-thejob safety education is to a peat extent departmentalized, but off-the-job safety lends itself better to an interdepartmental set up. COMMUNICATIONS IMPROVED BETWEEN DEPARTMENTS Number one in importance: effective com munications from one location to another. This required a multi-location operation by expanding existing safety committees and organizing additional ones, such as: 1. Area interdepartmental safety commit tee. Iowa area headquarters, expanded activities to off-tbe-job promotion. 2. District interdepartmental committees organized in each of the eight districts and X i ni interdepartmental committees in most of the 64 exchanges in Iowa. The program had to be adaptable to all locations. Because every person u different in background- motivation, previous experi ence and viewpoint, the information had to 45 I9ST Kational Safety Congress be able to reach not only each force group but each individual. People should not have to experience in juries to learn to live safely. Our objective was to generate interest and participation from our people to think of their responsi bility in the prevention of injuries and then ings are held monthly during working hours. Here is some of the material forwarded (and some on a continuing basis) by the area committee to the district committees for a review and distribution to local ex changes to stimulate interest and participa tion : to act. This requires a program flexible in all phases with many different approaches ,vnd ideas. What wilt interest and appeal to one will have no effect on another. Our ob jective could be accomplished if enough in terest was sparked to get each location ac tively engaged in formulating ideas of their own. 1, Living Safety Of-the-Job prepared quarterly. 2, Summary of off-thc-job employee lost-time injuries. 3, lYhafs the rinraev --booklet about child acadents, also samples of uni versal antidotes for poisons. Initially the material was referred from the area to the district committee and then to local committees. After the interest was stimulated and various committees produced ideas and materia! of their own. a feedback of what is being done and how, is necessary. It is valuable information for passing on for use elsewhere and also for appraising results. This requires sustained interest and effective communication at all points in our multi-location set up, from our top execu tive down. The better the communication the better the feedback. MULTI-LOCATION OPHATION A letter signed by department beads con taining comparative figures of an- and offthe-job injuries was forwarded to 32 dis trict heads in our eight districts. The letter emphasized knowing what the situation was to stimulate their flunking and lead to cor rective measures. To assist them and safety committees, primed matter and visual aid materia] was sent to the district interde partmental committees for alt employees. The area interdepartmental committee as sisted m organising district interdepart mental committees and supported them. The area group also encouraged reports of the program* from each district. Distrisf interdepartmental committees were organized and the names of the chairmen and members sent to the area committee. The committee chairmanship is rotated in some locations. Many existing departmental committees in the local exchanges were ex panded to interdepartmental membership. The committee membership in the local ex changes is on a rotating basis to reach and interest each individual and stimulate ideas and suggestions from the group. Their meet 4 Copies of Home Safety News Service (N.S.C.) and subscriptions for this service for each district head. 5 Industrial Supervisor, another N.S.C. publication. 6. District chairmen placed on mailing list for Targets for Home and Traffic Safety. National Safety Council. Also mailing list of Iowa State Department of Public Safety. ?. Promotional material for national campaigns for traffic safety and cam paign to prevent falls. S. Minutes of ara interdepartmenmi safety committee meetings. Super visors informed of problems and ex pansion of activity to prevent off-thejob injuries. 9. Bell System booklet--Safety In the Bell System--pertaining to both onand off-thc-job injuries. iO. Safety buttons for safety committee members. 11- Safety films suggested. feedback material It wasn't too long before we started get ting "a take" so to speak. The district and local committees began originating ideas of their own and securing material from other sources. Following is some of the feedback we received from them: --Employee made poster*--poster contests. --Join the crusade--Against home acci dent prevention. --"Could This Be You or Yours"--for posting. --Newspaper clipping* submitted by em ployees. 46 Home Safety --Rickard's method of artificial respira tion for children under two years of age " reproduced from Home Safety News Service and nailed to all em ployees' homes. --Danger of using carbon tetrachloridereproduced from Home Safety News Service--also mailed to employees' homes. --"Let's Make April Fall Free" --Bulletin on safely cleaning yards --Open Season Booklet--Outdoor Activi ties --Safety Slogan Contest --First Aid Training --Home Safety Displays --First Aid Chans --Safety Jingle*--Act put on from wheel chair demonstrating various kinds of in juries. --Article on Power Lawn Mowers --The Road Ahead--As You See ft --Various pamphlets from National Safety Council---Vacation Safety--101)00 Mile Living Room, Take It Home With You, Dennis the Menace, On Safety and many others. We knew there was a great deal going on in various locations, but it wasn't until ail this information was compiled for the National Safety Council 1956 Home Safety Inventory that we saw it ail together. How has this effected results i OFF THE JOl LOST TIME INJURIES So. of Cases 1956 Days Lost 83 U38 1 Fatal Auto Accident Two Major Cases and Most Serious Falls -- 36 -- 623 Days Auto -- 17 ~ 319 Days So, of Cases 1957 Days Lost 73 699 0 Fatal Auto Accidents Two Major Cases and Most Serious Falls -- 33 - 317 Day* Auto -- 21 -- 282 Day* Approximately 50 per cent of the accidents occurred in the home. As can be noted from the results, the first six months of 1957 had 10 less cases and 437 less day* and no fatalities. Safety ac tivities are more far reaching than we know --there are others, such as familly mem bers, friends and neighbors who no doubt have also been saved from injuries. For in stance. in ooe case an employee used the Rickard method of artificial respiration on his six day otd baby and feels this saved the child's life These results are immensely encouraging and satisfying to all who have helped pro mote safe living. It make* us realize even more the big job to be done. Programming for a multi-location safety operation is not simple or easy. It can present some real difficulties, such as, some of our barriers to a successful safety operation: 1. Sustaining interest at the area, district and local levels. 2. Breakdown in communications. 3. Failure to plan ahead. 4. Failure to fallow through. 5. Recognition--insufficient or none. 6. Effective distribution of materiaL Constant attention to these barriers is es sential to a continuous safety program. Pro moting safety, especially off-the-job requires time; patience and persistence because we are dealing with people and the habits of peo ple and some people are more adaptable to changing habits than others. Industry can approach the problem of educating people to be safe at all times by: 1. Employee participation -- people who work on safety, become safety con scious. 2. Effective communications -- two-way-- through all lines of organization. 3. Recognition--(or participation--results and interest. 4. Flexibility -- throughout to reads all people. 5. A feedback of what is being done, will in turn strengthen and reinforce the entire program. When this program Is actively under way, an ever increasing circle of employees, their families, friends and neighbor* will work and live more safely, and spread the mes sage of safety. Every action we take In support of such a program has its com pensating effect somewhere--on someone It can truly become, a crusade for safe living I 47 CONSUMER EDUCATION AND PROTECTION by JACK H. CORNELIUS manager. Community Relation!, The Peoples Gas, Light S Cote co-, Chicago In a story oo safety tn a mifum that crossed my desk recouJy there appeared this jootc. "Unguarded machines cause less than five per cent of total accidents; un guarded mads nnw 95 per cent.** At I'eopies Gas w are not quite sure at the accuracy of these percentages, but to be o the safe side we have developed a full program in both areas. The appliances on our lines must be soundly engineered and properly constructed to utilize our fuel safely. The gas industry as a whole, long has recognized this basic fact and as a result has for many years conducted a program of laboratory testing of gas fired appliances. This laboratory test ing program, conducted by the American Cias Association, has led to the development of a set of performance requirements to be met before the appliance can be granted a \at of approval. The gas appliance manufacturers fully approve, in fact, financially support this pro gram and work closely with industry testing people in developing new features to be in corporated into modem gas appliances. The industry has been responsible for the attach ment (by manufacturers) of clear, simple operating and lighting instructions to all auiomatictlly controlled gas appliances. TESTS APPLIANCES Peoples Gas also has a laboratory in which it tests appliances distributed in the Chicago ana. This may seem like gross duplication since we test appliances previously approved by the American Gas .Association industry wide laboratories, but 1 hasten to point out that the j\GA tests hand-tooled prototype models white we test production models. Often there is a considerable difference. Then, too, Chicago has some problems pecu liar to this area, such as the large number of small stove heated dwelling units, that make it desirable for us to have more rigid safety requirements. Our testing people also help find practical solutions to service probtons which may arise as a result of a serviceman or engineer visiting a customers premises. Testing also closely observes the performance in the field of newly developed equipment At present they are conducting tests of gas air condi tioning installations. .Another way in which we attempt to up grade the quality of appliances attached to our distribution system is through a dealer education program in which we urge the dealer to sell a better equipped gas appliance. Our sales division has a dealer contact sec tion to administer this program. INSTALLATION INSURES SAFETY In order to get top efficiency from a well designed appliance it must be properly in stalled and adjusted. Peoples Gas makes few installations of appliances. Recognizing the need for improving the knowledge and ability of outside service personnel who install and adjust appliances the company has established a training program at one of our public schools, the Washbume Trade School, where plumbers and steamfitters are taught proper installation practices. In addition, our sales engineers cooperate with heating contractors in advising them on proper space heating equipment installa tion methods. We inspect all completed water heater and space heating installations to make certain they meet safety standards and that they are operating efficiently. So you see, we do recognize the impor. tance of the machine and men in any safety program and we have developed this com prehensive plan to insure a minimum amount *f trouble due to appliance failure. Our late president, Mr, George F. Mit chell, often said, "Wherever you have con centrated energy, you handle it with respect." The gas industry has long recognized the truth of this statement and has developed programs to implement Mr. Mitchell's phi losophy. This problem Is not peculiar to the ga< industry alone. The electric industryfaces the same situation. Each industry has of necessity recognized its responsibilities, and has developed educational programs to 48 Home Safety (each customers to handle these forms of concentrated energy with respect. ADDED ODOR FOR PROTECTION Natural gas in its original state lias tw taste, no smell, nor can you sec it In order that uncontrolled gas can easily be detected we have added a very unpleasant odor in the form of a specially developed chemical --and we have made it just as "stinky** as we possibly could and still have it smell tike the manufactured gas we remember so welL Then too our customers receive, from -.everal sources, instructions on how to use their gas burning appliances. U starts when the salesman is making a safe. Part oi his pitch is what the appliance will do and how it does it. This necessarily entails an explanation of proper operation of the gas appliance. If after the customer has received de livery of the appliance he or she does not understand fully it* operation, one of our home service representatives will, upon re quest, visit the customer's premises and give on-the-spot instructions. SERVICEMAN AIDS CUSTOMERS .Another source of customer education is the serviceman's calk Thousands of such visits to customers* premises are made each working day of the year. And in many in stance* the serviceman is called on to explain to the customer what ha* gone wrong and what should be done in the future to insure efficient operation of the appliance. For example, if the serviceman finds ex restive grease on the range burner or in the broiler he wilt point out this is a potential tire hazard; then he will instruct the cus tomer in the best way to clean the burner and how to keep it dean cut!?. Our public contact employees, those who talk with customers coming into oar offices and those who answer telephone calls to the company, have all bees instructed m safety measures to be observed in appliance opera tion. A* a matter of fact, each of these persons ha* undergone a coarse of training in our Fitter* School, original!? established to train our servicesen. Each newly ap pointed customer-contact employee is given a course in appliance operation and ia safety precautions to be observed, and each year ail customer-contact employees are sent back to school for a refresher coarse. During the war, when we had a shortage or servicemen, our customer-contact em ployees advised customers how they could correct many of the minor difficulties affect ing the operation of an appliance. PAMPHLETS. EXHIUTS EDUCATE Pamphlets have been developed which in struct the customer in the safe, economical operation of the gas burning appliances. Here are some examples of booklets avail able at Gas Company offices: Helpful Information on Gas Heating. You Can Have More Hot Water Faster For Less Money. The Gas Water Heater Installation Guide. Practical Chimney Construction. \Ye also maintain at our main office loca tion a customer display floor where we exhibit examples of proper installation of gas appliances and heating systems; where we have diagrammed and constructed models showing proper insulation of buildings; the proper construction and lining of chimneys; the correct venting of gas appliances and all the other safety features that lead to respectful handling of this concentrated en ergy. There arc on duty at all times sales engineers to answer the questions about gas appliance installation from customers, con tractors. and builders. When a customer plans remodeling or adding a new gas appliance, he or the plumber can cal! the Gas Company and ask for an experienced inspector to advise on how the piping job shook! be dene. One of our supervisory people *dJ the prem ises in question and ootfine detail what steps to follow aad the pipe war* to ** m in<ure safe, efficient i^ie i xxa COOKING SCHOOL 1UON In furthering oar prugjam of inanaair education we perw&ctay formsh t the daily and neighborhood nmpa^er* fmeore articles describmg be* practice* to be fol lowed when using gas ippfocu and oocroctions for proper inamWmoce to keep dw appliance* operaring ax pmfc dBms? .Another phase of oar ojasamer edneaeon program, which also t port of oar sales promotion effort, is that of madartiac cook ing schools for oar customers Nad the plac ing of gas ranges in Chicago schools to 49 1957 Salioaat Safety Congress teach high school girls how to use these appliances properly. This teaching includes operation and care of the equipment, safety precautions to be observed, and helpful hints in the efficient use of the appliance. We are careful to set meters in locations where they can easily be readied and read, and we insist on the customer maintainmi easy access to the meter location so our service people will not have difficulties. This then is the program we have devel oped to teach the public that properly con trolled gas it a wonderful servant. In addition we have a program of renew* mg service pipes in areas where needed \rx) in the areas of substandard bousing, To complete our safety picture we follow up these two programs with one of inspec tion--to insure our teachings are being where most of the breaking up of large apartments into small take* place, we make a house-to-house inspection looking for heeded. house piping installations which do not meet First let me point out that we cooperate safety requirements. fully with the municipal authorities--not How* effective has this program been? it only in the development of housing and is difficult to measure accurately the results building code regulation of gas appliance installations, but also, because of our fre quent contacts with our customers, in help ing secure compliance with the codes. Some of these regulations have to do with proper venting of appliances, restrictions on of such a program, but we know we are on the right track when reading the following report of the National Board of Fire Under writers for the deadc 1946 through 1955. Of the 19 categories of causes of fires, gas ranks 14th- location of various appliances, room sues firu ia U. S. Resulting from Keen Ceases and materials to be used for piping. Because we make literally hundreds of thousands of visits to customers premises each year, our people can discover and report installa tions which are not in compliance with safety requirements. VVc notify the customer he is in violation of a given ordinance, tell him what must be done to correct the violation and after a reasonable period of time has elapsed, in spect the premises to insure compliance with the statutes. The offending appliance is dis connected and left disconnected until the violation is corrected. All our people who visit customer premises (these include serv icemen, meter readers and inspectors) are trained to recognize these violations. CHANGING METERS .lust consider one phase of our customer premises operations--that of changing me <As reported to National Board of Fire Underwriters) ,, For the decade Jen. 1. lM-Dte. 3L UK PEE CMST CAUSE* CUUiiE 1. Matches. Smoking .......... M.S* 2. Misuse of Electricity............ !. i. Lightning ................... 9.SS 4. Petroleum ud Its products. < CP* 5. stores, furnace*. Boilers __ end Their Pipes................. Via *. Exposure (fire originating off premises) ......... C.49 7. Ignition ot Hot Crease, etc-. 4.X i. Overheated or PeiKtiT* __ Cmmaer*. flues, etc...... 4.2B 9. Miscellaneous: Cause Known but not Classified.................. Re* V). Hot Asha* and Coale; Open Fires ....................... l.<t 11 Open Lights ................. ZB 12. Rubbish and Uttar................... Rif 11 Spontaneous Combustion .... 1.74 14, Gas; Natural end Artificial,, 1.73 1R Sparks on Roof.................... I.* IK. Friction. Sparks from Running Machinery ............. O 94 17. Sparks Arising from Combustion ............................. e,B 1R Explosions .................. OAK 19. Fireworks. BaJleoos. etc..,., a15 ters. We do a volume of 100,000 each year because we adhere to the requirements of the Illinois Commerce Commission in chang ing a meter each 10 years to insure its accu rate registration. By the way, we find, of the few meters not accurate within the allowed range, most of them register slightly in favor of the customer. In addition, meter readers read our more than one million meters six times a year, and our servicemen average about 2,000 calls a day on customer premises. These figures indicate our program has resulted in some measure of success, but we will not relax our vigilance or curtail our program. Safety is a full time, unrelenting job. We shall continue to work in the fields of appliance design and installation, to edu cate our users in safe practices, and to con tinue our inspection program to insure that all our customers can handle this concen trated energy called gas--and handle it with rnpcct.^ 50 WOMEN'S SAFETY COUNCILS-- THE BEST WAY TO THE MEN by J. H. WILLIAMS superintendent of safety, Texes It Pacific Railway or, Dallas, Tex. We, of the Texas and Pacific Railway company, have found through study that an accident occurring to a member of a worker's iamily often is the direct result of the worker himself being injured, or by his mind being elsewhere,causing others to be hurt or causing damage to company prop erty. This was my first real concern with home safety prior to the time that l became the safety officer of our company seven years ago while I was a division operating officer. There have been occasions where it was necessary to relieve an experienced man of long service from duty immediately when an accident at his home involved his wife, mother or children, aue to mental anxiety brought on by grief and worry. It was for this reason that as soon as I took over the responsibility of safety among our em ployees. I. together with our superintendents, gave serious consideration to doing some thing that might bring about desired results --"safety among our workers' families at home." We knew that the women of our em ployees had to be reached and in such a way that they too, would become vitally inter ested in this subject and would assist us. The job was one that would require many people among oar personnel if the plan was to succeed. With the bdp of our division superintendents we set out to encourage the organizations of TAP Ladies' Safety Coun cils at our terminal points where a sufficient number of our forces made their residence. These councils were to be made up of wives and mothers of our employees. WHY WOMEN HELP We felt that the women had three good, solid reasons far wanting to do what they could to help in the program by keeping things at home safe aod pleasant so as not to ever send the mcafoDu oS to work with a heavy heart and troubled mind The wives, we knew, would nvenrik tiWirrf, First . , . the man involved is the one that she loves and the one for whom she is most concerned. Second ... he is the father of her children, for whose safety she is also constantly concerned, and Third . . her future happiness and well-being and that of her children de* pend entirely upon his safety. We were successful in gening these or ganizations started. At the beginning a few ladies, probably four or five, whom we thought would be interested, were asked to meet with us at a luncheon where we dis cussed the proposed setup, it being thor oughly explained that we did not expect nor desire (hat these groups take arty part in our safety program among employers on the job ... but to confine their efforts strictly to the job of eliminating accidents in their own homes and to do what they could toward encouraging the wives of other em ployees to do likewise . we pointed out why. LADIES ORGANIZED GROUP The small group immediately caught on and by circular letters addressed to all Texas and Pacific ladies in that particular town, signed by the four or five ladies who at tended the luncheon, a meeting was called of any ladies interested, explaining fully in the circular what the conference would be about. To our utter surprise and delight they came in large numbers and were enrolled. At this meeting, without any suggestions from the division superintendent or me, they nominated and elected their own officers and were furnished a membership card and a book of by-laws, and the regular monthly meeting place, date and time were decided upon. . As the councils at various points were organized, our company magazine carried the stories, and it was not long before groups in other towns were requesting such 51 1957 National Safety Congress an organization. We now have It councils at terminal points between 1 Paso. Texas and New Orleans, Louisiana, some with memberships running into several hundred, and most of them have been in existence for five or six years. SOCIALIZING PROMOTED We rarely hear of an Injury in any of these homes because they meet monthly and discuss accident prevention and any accident* that might have occurred In the home must be reported for discussion. Another great thing that has resulted is that the men have fewer accidents at work. These orgamzations have been a fine thing in other ways, also. The families occasionally get together for an outing such as a picnic or a party anJ they have formed great friendships where prior to the creation of such organizations they hardly knew each other at alL The really surprising thing that we did not ex pect is the part that these councils have played in safety throoghout their entire re spective communities. They have come to be recognized as an important organization and helpful public-wise. I could go on and on telling you about their dty-wide safety programs in the schools, their organization of baby-sitter dubs, their work with the state, county and local police departments, their city-wise bi cycle safety contests, and work with the state and local safety organizations, and the many, many honors that they have received from persons in high station from the Gov ernor down. WOMEN MING HONORS For the past four years our company has been honored by receiving the coveted Public Safety Activities Award from the National Safety Council, which honor--for the most part--was directly the result of the work carried on by our Texas & Pacific Ladies' Safety Councils. Their activities have been most helpful from an employee and public relations standpoint. They have used to a great advantage "Targets for Home Safety" which is dis tributed by the National Safety Coundl and which is reproduced in large quantities for their ready use. Much of the other material offered by the National Safety Council has 52 been found helpful also, They receive a lot of help in the way of safety materia! from insurance companies, state and local safety organizations, and others. They have written scripts and acted out the puts in colored, sound moving pictures cm home safety that have not only been shown to our employees, but to the public as well. By the use of our Ladies* Safety Councils for these films and employing mag netic sound, the cost of such films have been kept to less than $100.00. AID TO WOMEN'S WORK These councils receive an unlimited amount of help in their work from ministers of all faiths, school official*, service dubs, news papers, police departments, Chambers of Commerce, and from the state, county and city. Also leading doctors--particularly pe diatricians--have helped them immensely. .Any group of wives can do what they did. but they must receive proper encouragement and assistance. Personally, t think it is a great thing, and vo does our top management. In additioa to helping in a small way financially, letters of encouragement are occasionally written by our Executive Officers to the heads of the councils, and to point this up ! wilt quote a letter written to ooe of the councils by W. G. Vollmer, the President of our rail road. which reads: "1 was given an opportunity to read the item in the Bunkie Record of Fri day, October 7, about your big bicycle safety contest held on Thursday eve ning, September 29th. oa the Bunkie Elementary School campus. uIt gives me a lot of pleasure to ex tend congratulations to you, and to Mrs. Nelson and Mrs. Crouch, your co-chair man for this wonderful work. God bless you for your interest in it and in all mankind. Sincerely," Many tetters of this type have been writ ten to these ladles, complimenting their work, by our top management--and I must say that If any organization of this kind is contemplated by industry, it must have con tinued, enthusiastic support from the manage ment of whatever company is concerned. SAFE AT HOME by WILLIAM V. KAHLE* president, Illinois Bell Telephone co., Chicago (Presented before the Home Sofety Conference Commrtta* of Nationol Organizations) The telephone business started with a home accident .Alexander Graham Belt--working la his rooming house laboratory--was trying out a new* dilute sulphuric acid transmitter when he accidentally spilled some of the aad oa his clothing. And as he called for help to hss assistant in another room, "Mr. Watson, come here, I want you!" the transmitter in his hands carried his words as its first ns* teifigible speech. So far as I know, that is the only acci dent in any business that has bees celebrated as a happy and momentous occasion. Ever since the telephone was inverted---and made safe for sl( to use---safety has bees the working creed of everyone ta the telephone business. For some 80 years folks in this cocntry have bees turning to their telephones when accidents occur in their lives. \VYrc mighty proud of the reputation oar operators, fine* men--in fact ail of oar employees- b> earned, over the years, for helping others in tune of emergency. TAKE SAFETY SBUOUSLY la our handling of emergeneaes we take our safety seriously and tbaz* why we take an active part in National Safety Cmmcil work. We hope that by so dong we become increasingly conscious ai and better educated in--accident preratna a**d safer?. My interest in home safety is hosed on a practical consideration--wfakfe Tm serr ac tivates many other bosme&ses, too. It i simply that in this country about half of all accidental injuries--and about a third of aQ accidental deaths--take place is the base. Can we afford to be apathetic when we know that someone la this country U acci dentally injured at home every seven sec onds--that there is one fatal accident in tbe home every 17V5 minutes? In ooe hour about 500 home accidents occur sod 3 or more of the injured die because someone failed to form reasonably safe habits around the home. ECONOMIC FACTORS Aside from humanitarian reasons--which in themselves are sufficient to motivate us-- the economic impact of home accidents is many time* that of on-the-job accidents. Business men would be foolish indeed if they didn't do all they could to promote safety both at home and on-the-job--since in fact--these are times when fringe benefits are a considerable pan of business payroll costs--and any improvement in the accident rate actually helps control the price of a predict or service. Perhaps some oi you have seen this state ment by James Camlen. Vice President of Pacific Telephone: "For sene reason, whenever people leave the job as 5 o'clock a big majority leave behind toast of their training in safety. The)' nub down the stairs for the has. They jaywalk. Tbey do hundreds of foolhardy t.'rrg to endanger their life and limbs. And they do it without thinking. In the average ot the last 10 years, 173 Bell System em ployees have died in accidents off-thc-iob so 15 on-the-job. a ratio of about 11 to one. The dangers of just living seem to be grater than the hazards of working , . fag tease ta the telephone company). And that ft to one ratio of fatal accident* in the borne to those on-the-job is more than matched by tbe less serious ones. In our company the ratio of all lost-time accidents is 13 ff-the-job to one on-the-job. JOtS SAFER THAN HOMES* These statistics--and I imagine' tbey are representative of what happens in many other employee groups--all boil down to one simple (act; Oar jobs are safer than our homes! And that shouldn't be! S3 M57 National Safety Congress We have to admit to certain difficulties, itowevcr, as we look at the home safety problem. This emergency room record at Stamford (Conn.) hospital for one recent day suggests what some of them are: Whenever a serious accident occurs in our business, we make a complete on-tbe-sitc investigation to determine all the contribut ing factors. This gives us the knowledge to educate and supervise our employees t>. A 4-year-otd girl injured m the ear by a toothpick-wielding playmate. An 1 l-year-old struck in the eye by an umbrella thrown by a playmate. A IO-year-old boy hit on the head by a tin can. An 11-year-old boy broke an arm play ing basketball in his own back yard. A 4-year-old girl and an 8-year-old boy bitten by a doff. redesign tools--to change our work prac tices--as the case may be--so that a similar occurrence may not happen in the future. A few months ago, an accident occurred inside our Cicero Exchange Building. A young apprentice cable splicer was rng able pairs at the top of a tall frame. He was standing on a rolling type track ladder, with both of his feet on the same step about eight feet from the floor. A kymr-old girl poisoned by a toad' stool A J-year-oJd boy and an 8-year-old girl sprained iheir wrists falling from a tree. A 9-year-old boy stung by a bee. Wc can tram an adult employee, but can w train a 9-ycar-old boy--or a bee? NINE CAUSES OF ACCI0ENT .Another employee was sw-eeping the floor around the ladder. In so doing, be moved the ladder sufficiently to cause the man oo it to lose his balance and jump. He landed with ail his weight on his heels. The result, the heel bones in both feet were fractured. He waj-off the job for several weeks. MAKS MOTHER SAWTV LEADER Now this seems like a simple enough set Busy as she is, can Mother add one more job to her manifold duties and responsi bilities--that of Safety Supervisor? She*s of circumstances--and yet it was investi gated and analyzed front every coocrivabJe angle--to get at the contributing causes. already the family chef, chauffeur, maid* Nine (actors were unearthed which com and nurse--and goodness knows what else! bined to cause the accident--and nine rec But in spite of these difficulties, the goal ommendations were made to prevent a re nt this home safety conference is. I'm sure, currence. , no Iks than making our home life as safe These recommendation!--and all but two a* our business tife. of them have been put into practice--involved As you work together for home safety, everything from retraining our men in the three areas of activity might be kept in use of roiling ladders--better use of ladder mind: blocks--to best body position and other way* INVESTIGATION CONCENTRATION to provide greater body stability at the top of ladders. INFORMATION All of them must be keynoted by coordi nation. Now I recognize that gathering facts from a family involved in a home accident takes some dedicated doing. But surely there is already pertinent information available Let's now look at three fields of opportu in insurance company accident claim files- nity where coordination can be applied. medical cases histories--and coroners* re " INVESTIGATION ports--o that a wealth of analytical mate rial could be gathered. It seems we ought to In a period of 30 years industrial manage get the materia) in these files in proper form ment has cut accidents in half by eliminating for all to use Coordination should make accident causes. This excellent record of possible full utilization of this information, safety-on-the-job didn't just happen ft has and our specific targets for attack are bound come about because much investigation, re to emerge. search and analysis has been applied to indi CONCENTRATION vidual accident occurrences. A similar op In this phase wc begin to use the product* portunity exists in the field of home accidents. of investigation and analysis. If * are to 54 Horn* Safety be most productive in reducing home acci dents. we should concentrate on those causes which contribute to our most frequent acci dents--and also concentrate our efforts by proper timing. Let's assume for the moment that fails perennially lead in home acrideit statistics. Wc would determine the period of greatest irtodatce of falls in the home and their pre dominant causes. We would then concen trate our efforts on a program specifically designed to prevent falls. We would review eatery codes--standards--design deficiencies --explore manufacturing cooperation--and develop effective ways to strengthen our at tack on this type of accident. We would then have an opportunity to bring to the family group (1) a rmtfiiuifng consciousness of these particular hazards in the home and (2) specific seasonal messages to help in avoiding falls. NEED GROUP EFFORT Some years ago Illinois Bell mailed to the homes of our 2,000,000 customers an insert with the telephone bill, a home chart on first aid. 1 am certain that we went off on our own. either without thought as to the efforts of others, or proper timing, or proper emphasis on most frequott wddaui, or any of the other factors of concentration. By hind sight, we would now most certainly want to merge our individual efforts (and I'm sure everyone else would) with consoli dated group effort As an incidental thought about falls. I'm sure manufacturers would--if asked--coop erate by putting large safety reminder decals on ladders and appropriate signs on other appliances. Also, directions for using appli ances and tools are so often ignored that decals could be put on the appliance, warn ing the user to "play sate--read the direc tions." A concentrated attack on borne accidents, supported by adequate investigative proce dures would; be of little value--it seems to rue--without an imaginative public informa tion program. INFORMATION The National Safely Council has among its membership such widely read publica tions as the American Home ifogaxms and Practical Builders Magasinc. Suppose it enlisted the aid of other members of the press and folks in aJticd fields--organiza tions like the American Newspaper Pub lishers* Association--and the National Asso ciation of Radio and Television Broadcast ers. Don't overlook the Advertising Coun cil. and the Public Relations Society of America. I am convinced that--given the facts--they would all be glad to help tn bringing vital home safety messages to the public And how about the artists--writer*---and composers) Homes have always been a fa vorite theme of composers. Maybe we should write some new songs--and re-write some old ones--with safety as the theme. SING OF SAFETY "Home Sweet Home" might become "Home Safe Home" and "Home on the Range": Give me a home that's not accident prone Where the hazards are all stashed away Where always is heard the right warning ward .And the stairs arc not cluttered all day. Millions, of impressions in trade paper*-- home magazines--on radio and television al! directed in unison at avoiding the same type oi home accident--would have an in delible impact on many households--and ill wager eventually would make a beg dent in home accidents. I'm convinced that industry would help, too, with your information program. I have already referred to possible use of Illinois Bell bill enclosures which go to some two million addresses. We also have an employee magazine which is mailed to the homes of our 44,000 employee* 10 times a year. Our company is one that stands ready to put these facilities to work in behalf of home safety, and IFm sure that many other businesses would help in this way. too. if they were asked. We've found at Illinois Bell that em ployees and their families welcome Home Safety information and guidance.- SAFETY GLASSES AT HOME As one phase of our on-the-job safety training we suggest that employees who are "do-it-yourself" fan* borrow their com- $5 195T A ationat Safety Congress pany't safety glasses when doing any work around home involving a potential threat to their eyes. This program has already paid off. There have been at least two cases this year where employees followed our sugges tion and avoided serious damage to their pitted a first aid course are more likely to Have better safety attitudes and fewer acci dents than those who haven't* Is it possible to make first aid training even more wide* spread than it is? eyes. Pictures in our files showing cracked Perhaps 1 am talking directly to Red safety glasses are dramatic evidence of the Cross people when 1 make the suggestion effectiveness of this kind of safety' training that block or neighborhood first aid classes and practice. for parents could be organized on a wide Recently He gave certain groups of our employees refresher courses in automobile driving and suggested that they take printed pieces home to be read by other members of the household. One employee had this inter esting reaction; scale. Enlist the interest of a key family in the neighborhood to invite their neighbors into thdr home to learn first aid. Such a neighborhood party, which can rotate month by month, might be the motivating urge. This idea assumes a sufficient supply oi "Lfy wife believes this type of pro gram is better than the group insur ance* For some reason she would first aid instructors from the Ked Cross or other sources--firemen--scout instructors-- industry trained people, etc. rather have me than the money." I learned that in one of our outstanding Whatever methods and media are used, I'm convinced that any message on home safety must have imagination and punch. engineering schools, there are actually se quences on safety; however in some schools of engineering the teaching of safety and design for home safety depends largely upon HOME SAFETY WEEK You could launch a National Home Safety Week. If we already have too many weeks, maybe we could hitch on to one that's the individual instructor. Can more be done In this field ? After all, who should be more mindful of safety than our engineers of to morrow--who wifi design our structure* and appliances. already well established and call it National Fire Prevention and Home Safety Week. I've looked into a specific or two---and I wonder tf there may not be opportunities to look at home safety from a longer-range As we look at the many ramifications, we can all agree that improvement is home safety will not come easily. It will require imagination and hard work. information and education viewpoint. COMMITTEE ORGANIZED Again realizing we're dealing with an al Investigation--concentration'--and infor ready overworked person--can we persuade mation--and all other aspects--require work the housewii'e-of-the-future to be more able coordinating machinery to be effective. safety conscious than her mother or grand mother? It u encouraging to find--for ex ample--that in our Chicago high schools, girls in home economics leam safety prac tices at an integral part of sewing--cooking --and home decorating classes. Wisely, a "Committee of National Organ isations" has been set up to explore the means of strengthening home safety activi ties through the coordinated efforts of inter ested national organisations. Such a com mittee can be the seed that will grow into Girts leam not only to concoct a tasty stew an effective national effort--if everyone will --but alsp how to do it without scalding provide the necessary nutrients. themselves. Perhaps there arc other schools in the country that are less mindful of the future housewife's rote in home safety. And if there are, there is work to do! You are the policy makers--the steering committee--and the rich source of ideas sad facts. Gut I have found in my business that matters as complicated as home safety FIRST AID TRAINING require a point of centralized staff respon sibility. Here's an idea which is certainly not new --but I'm impressed by the fact that expe rience has shown persons who have com- Fortunately, you have that, too, in ?ur National Safety Council Home Safety Divi sion. 56 Home Safety You in the Home Safety Conference have the respect and support of all persons inter ested in Home Safety. Collectively you rep resent millions of people whose joint efforts --if directed and focused--can save many human lives--most of them children. And what greater work could any of us do'A* OFF-THE-JOB ACCIDENTS statistics are such boresocne things *.nd figures rather dull It's hundreds millions, billions trillions, liver which we mull. But facts are facts where ere we go Regardless of amounts. 5o here's some facts on accidents, And that's what really counts. It isn't always big machines With blades of sharpened steel That rob a man of arm or leg And make his senses reel. Nor is it always "on the job" Most accidents take place. But just the opposite is true And figures prove our case. It's carelessness in little things It home and on the street Neglect in moving objects small \wy from running feet. \ makeshift ladder, sliding rugs. Electric cords that spark \ disregard for cellar stairs And stumbling in the dark. Crossing where no crossings are While looking at the sky. Driving on a slippery road With milestones whizzing by. These are the things that take a toll We all should frown upon So watch for them when off the job. As well as when you're on. Humble Pipe Line Company, Houston, Texas 57 Other Volumes in this Series LVcr* of this volume will find much value in its companion volumes. Here is the list: Vol. No. TITLE Stock No. I General Sessions end Detailed Index ta all Volumes............ ................................... <023*--I t Aviation: Aeronautical Industrie* Section ft Air Transport Section......... 02237--Z 3 teu'c Steps in'Accident Prevention .............................................. ............................... 07237--3 4 Cement and Quarry Industries......................... 022.27--4 5 Chemical Industries ................................................................................................... 02237--C 6 Coal Mining Industry......................................................................... .. .................. .. 02237--4 7 Construction Industry and Public Employment (PublicEmployee Section)... 02237--7 I Electrical Equipment Industry and Public Utilities.............. .................................. 02237--S 9 farm Safety .......................................................................................................... .. 02237--9 10 Fertilizer Industry ........................................................... 02237--10 11 Food. Meat Packing 4 Leather Industrie*. Trade* and Service*........................... 02237--11 II Gtass end Ceramics Industry and Rubber Industry.................................................. 02137--12 13 Home Safety ........................................................................... 02237--13 14 Industrial Subject Sessions (Sponsored by ASSE)................................................ 02237--14 15 Labor ....................................................................................... ................................................ 02237--IS 14 Maritime Industrie* (Marine Section).... ...................................................... 02237--14 17 Metals Industry .................... 02237--17 15 Metals Products Industries (Automotive and Machine Shop Section Power Press and Forging Section)............................................................................ 02237--IS If Mining Industry ............................................................................. ...................................... 02237--If 20 Motor Transportation Industry (Commercial Vehicle Section).......................... 02237--20 21 Occupational Health Nursing Section............................................................. 22 fetroletan industry ................................................................ 21 Printing and Publishing Industry ............ 02237--21 02237--22 02237--23 24 Pulp end Paper Industry............................................................................................ .. 02237--24 25 Railroad industry ............. 02237--25 24 School and College Safety............................... 02237--24 27 Traffic Safety........................................................................................................ 02237--27 21 Transit Industry .................................. ........................................................... ......................... 02237--2B 29 Wood Products and Teztile Industries... 02237--29 30 Early Morning Session*. "Human Relation* and Man-Management"........ 02237--30 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 ur lea* pa#e~-- U to 24 pager 23 to AS pages-- 49 to 96 pages-- Over 96 pages-- 1 to 9 copies Bach $035 J3 .43 .00 55 10 lo 99 copies Bock $030 38 37 .50 .75 i00 to 999 copies Each $0.17 25 33 .43 30 1000 or more Each $0.17 25 33 .45 30 Complete set of Current Safety Topics (30 vols.)--$9,50. Stock No. 022.17 All prices shown are subject to a 10 per cert discount to National Safety Council members. NATIONAL SAKTT COUNCIL 411 NORTH MICHIGAN AVI. CHICAGO II. III. SlOeUWt mam m *..*. tn TT--13 60 * 1957 I CURRENT SAFETY TOPICS Volume i INDUSTRIAL SAFETY 5, Transactions of the 45th National Safetg (^ongresm (October 21415, 1957, Chicago, IU.) NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS ) Traffic Accidents Crippling yHir Industrial Safety Program? * Our Auto Fleet Drives For Safety................... ............. .................... . J. Emond 6 Commercial Vehicle Safety Can Be Improved .............. .. Karl Schuhe 8 What Is the Industrial Safety Engineer's Responsibility for Motor Vehicle Safety Equipment?............................................................. W. F. Brown 10 Motor Vehicle and Safety Measures end Devices--What Can the Safety Engineer Support and Recommend?____J. H. Mathewson, D, M. Scvcry 14 Industrial Rre Protection The Safety Engineer's Responsibility in Rre Protection..........Allen L Cobb 22 Rre Control of Some of the New Pyrophoric Metals......... Hylton R. Brown 26 Ingenious Approaches in Developing Materials Handling Safety Operator Selection and Training.......................... Roland W. Puder 32 Engineering Safety into a Material Handling System.... RHson H. Graves 36 Low Voltage--Action and Effect Physical Aspects of Low Yoltage Electric Shock..........W. B. Kouwcnhovcn 39 Mechanical Engineering and Safety Factors in Exhaust Ventilation System Design for the Safety Engineer....................................................................... Materials Handling Without Accident........................ Nuclear Power Pressure Vessels........................................ ...ICM. Morse 42 Jervis C Webb 50 .Clair E. Keene 54 Noise Control--Some Practical Approaches Control of Noise at the Source...........................................................R. L Young 58 Norse Control by Acoustical Treatment. ............................ Lyle F. Verges 61 Medical Control of Hewing Losses..................... ..................Dr. William Ford 64 Z CONTENTS--(Continued) Ofl-the-Job --The Kg Two-Thirds First Afcl Training--A Personal Safety Program........................Earl H. Breon 71 Vision in Industry Responsibilities and Limitations of the Industrial Nurse - in the Vision Program......................................Margaret S. Hargreaves. R.N. 74 The Emergency Treatment of Chemical injuries to the Eye............ .............................................. Dr. Ralph W. Ryan 77 The Prescription Safety Goc - 'z Problem..........................Dr. . J. Schowaitcr 81 Visual Aid Training ` Flannel Board Demonstration................................................ ,.,. D. D. Matter 84 RIpCharts.............................................................................................T. F. Wlckord 84 Company Made Rims................ ................................................... ...... A. F. Hans 8b Stagctts Used in "The Dcstrchan Story"................................... J. B. Hamblen 87 De-ft-Younclf Sound Slidefffms........................................................C F, Scficcr 88 Overhead Projection...........................................................................E. P. Marconi 92 Two Visual Aids Used in Bureau of Mines . Safety Demonstration*.................................... ................................<3. M. Kintx 94 Skits for Safety Say Seat to Accidents............................ Dr. Earle Hannaford 96 Widening Horizons In Occupational Safety The Oppertimtty for State Associations - ' and State Agencies............................................................ Charles H. Fulghum 101 Opportunities for Cooperation Between Industrial Associations and Industrial Sections, NSC......................................Donald H. Workman 102 The Opportunities for Local Safety Councils nd . Chapters of ASSE............................................ ...................... Joseph M. Kaplan 104 Officers.............. .................................................... ......................................................... 108 tlw ArM dey series f lectures entitled Accident Prevention Rrndemcntelc, sponsored by Ac American 3eeety ed Safety Snyineers, tv*s been published in specie! velwne, Basic Steps * Accident Prevention--volume 3 af the 1937 Current Safety Topics. LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas tor helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pact with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And oow man anticipates inter-space travel 2 Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers---new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Sinn the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. ASSE SUBJECT SESSIONS This volume is a record of the subject sessions sponsored by the American Society of Safety Engineers at the 1957 National Safety Congress. The con duct of these Congress sessions each year is only one of the many cooperative activities which the ASSE carries on m behalf of its members, and for the benefit of accident prevention work in industry generally. , 5 ARE TRAFFIC ACCIDENTS CRIPPLING YOUR INDUSTRIAL SAFETY PROGRAM? OUR AUTO FLEET DRIVES FOR SAFETY by E. J. EMOND director. Automotive Safety, Armour & co., Chicago We make sure our auto fleet drives for safety. We select our drivers carefully, edu cate them in traffic safety and guard their physical condition. We maintain a safe driv ing incentive program, develop safety stand ards, work methods, equipment and create safety facilities incorporating all the latest innovations. We constantly create and main tain interest in automotive safety to insure understanding and conformance to safety standards. We know how much an accident involving our driver and vehicle costs--our carefully compiled statistics graphically illustrate the costs, hidden and direct. Our fleet drives for safety because we know how much it costs in dollars and cents. What it costs in tears and suffering, we can only guess. We watch our company drivers and our accident frequency clcady to stifle quickly any increase in accidents and costs. We will not tolerate traffic accidents in our business, but we certainly do tolerate it on our highways. And this inefficiency off the job reflects itself in our profit-toss column whether we are amrare of it or not. For example, four of our cattle splitters get together for a gay evening. On the way borne, they have a traffic accident and can not come to work the next day. You can not put the cleavers they use to the hands of an inexperienced man. If four of our key men arc absent--work in the beef loll is crippled to a standstill, and this setback is reflected throughout the entire plant. This is an obvious leakage in our profits--but what about the other leaks ? Time is low as other employees stand around excitedly discussing the accident. Production time i lost not only from man power. but because of kSc equipment. Time is spent by the perscaael department, payroll t departments and insurance departments, fill ing in forms and checking records. Tune is lost in training fill-in help or new help to replace the injured employees and finally, even when the injured employees return to work. Because they are not paid their full salary while away, they often return before completely recovered, and their productivity is much slower than normal. ACCIDENTS ARE EXPENSIVE Based on a conservative estimate of $2.00 an hour, and without including the hidden costs, the industries in Chicago lost seven million dollars in 1936 from off-the-job accidents. For every $100 an employee loses in wages because of an off-the-job accident, industry loses $1,000 in production costs. Traffic accidents are a big factor in ab senteeism. They cost more lost time, are more severe, more frequent and result in more fatalities than any other type of offthe-job accident. Last year, the highways killed seven times u many children as did polio. We have the Salk vaccine now for polio, but how can we be vaccinated against traffic accidents? An eternal traffic accident prevention pro gram of unremitting education, strong ap peal and stimulation, administered with the real of an evangelist and planned analyti cally like a military battle, is our vaccine against automotive accidents. Traffic safety must be taught, instilled and developed by organized effort. Who is more'organized and better equipped to instituteXand administrate a strong traffic safety program than industry? It is the obligatfon of industry to incorporate a traf fic accident prevention program with in dustrial accident prevention, because manage ment/speaks with authority. Industrial Safety An empIo>aee is a captive audience. He comes to his job rested, refreshed, ready to go to work. It is the best time and place to inoculate him in safety on the job and off the job. Safety should be built into the mind and habits of drivers and pedestrians through education. A traffic accident pre vention program conducted on the job will be carried into the home where safety habits will be instilled. streets, and highways, by working on com mittees and in other ways supporting the crusade for safety. Industry should also support official activi ties if only for self-preservation. It should, for instance, bade a courageous judge in his battle against a traffic violator who might be an employee. It should come out for stricter licensing, traffic legislation, better law enforcement and engineering improve THE ALL-TIMES PROJECT When a child begins to walk, wc should begin his safety* education. A respect for traffic should be ground into his subcon scious. When he is old enough to get his two-wheeler, he is old enough to learn the traffic laws. Before he is allowed to sit be hind the wheel of that lethal weapon, the automobile, he should have been so steeped in safety from infancy that the safe way will be the only way he will react. You may say to yourself. "Why. our firm warns its employees about traffic safety. Every holiday, we put up the appropriate ments to protect itself against the unsafe acts of other vehlde operators and pedes trians. When we show consideration for the safety of others, we are also protecting ourselves. We must do our utmost to remove from highways the individual who has been mak ing our employees into statistics of traffic accidents and fatalities. These can no longer be titled "accidents." As stated at President Eisenhower's Highway Safety Conference, they are murder! A vehicle improperly con trolled is an instrument of destruction! INDUSTRY CAN BE A LEADER posters," But traffic safety education is not just for holidays, vacations, or Christ mas; it is an ALWAYS, ALL TIMES project. Every item in an industrial safety program can be applied to a traffic safety program. It is our moral duty to use them, not only in our plants, but also included in ihe traffic accident prevention program. There are many other ways for industry to cut the accidents on our highways. In dustry and business should be represented by management in the safety organizations of their community. It is a wise investment since traffic accidents and violations have such a targe influence on our job attendance. Whet community traffic safety programs are supported year-round by industry, fires arc Saved, injuries reduced and industry has benefited. Ii can help itself and its com munity by financial contribution, by loaning its top safety men to local organizations, by offering its engineers to build safety into Industry is morally responsible to be the economic and soda! leaders in the com munity, the state and the nation for backing the campaign for off-the-job safety. They should bring prestige to the program by lending their names to it We are very proud of our individual products and their quality. We have quality control depart ments to maintain the top quality of our "brand." We should apply these reputations lo the traffic safety program, so that our company behind the traffic safety program will bring the same assurance and dependa bility to the program as it does behind our product. .As in any enterprise, teamwork is the secret of success. What greater team is there than American Industry? We proved it when we teamed together to win the war, now we must team together to fight a larger, seemingly endless wan--the war on traffic accidents--death -- murder on our highways- ^ *' 7 COMMERCIAL VEHICLE SAFETY CAN BE IMPROVED . by KARL SCHULZE senior safety engineer, Western Dir., Standard Oil co., San Francisco Tlirough contacts with the industrial safety engineers in the American Society of Safety Engineers, and observation of the injury statistics that arc available, ooe can't help but conclude that ofiMtn aren't doing the job they are capable of doing. "Accident Facts.** published by the Na tional Safety Council teils us that motor vehicle accidents cause about one-fifth of all industrial deaths. Xo other source of deaths is as large. In California, which has more vehicles than any other state and probably uses vehicles more in industry than most states, the figure is considerably higher. Approximately 40 per cent of all industrial deaths in California result from motor ve hicle accidents. Xo other agency even reaches 10 per cent by comparison. In the petroleum industry, motor vehicle accidents are the leading cause of deaths, causing about ooe out of every four. The statistics prove that the industrial safety engineer has a problem with motor vehicles he may not recognize and doesn't appear to be solving. Can he solve it? I think so. That brings up the question. "What tools should all of us be using to solve this problem?" I would say, "You should use the same tools to solve your motor vehicle problem as you used to solve the rest of your injury problem." TOOLS FOR PREVENTION A couple of years ago a survey of educa tion activities being carried on by a repre sentative group of companies in the oil in dustry showed the following: Only 64 per cent of the companies occasionally distributed special literature on safe driving to their employees. Yet, everyone knows that a well-balanced safety program uses these education materials all the time. Literature on safe driving is available almost everywhere; much of it free. The insurance companies, the safety councils and the state departments of mo 8 tor vehicles all are sources of this mate rial. Set up a schedule in >our organiatton and do some of this educational work. 9 Only 61 per cent bold periodic safety meetings on safe driving. Here is another well-known medium that only a little more than half the companies are using. Cer tainly, again, the material for meetings is not hard to secure. Film strips and movies are available from many sources. Speakers are also available from the safety councils, highway patrols, safety societies--the sources of material are endless. Only 50 per cent use their house organ to carry the message of safe driving by means of articles, pictures, statistics, or other features. Now I know not every company has a house organ, but only half of those tint do are using it for this purpose. Some editors may tell you that safety isn't newsworthy, yet surveys by responsible organizations have shown great reader interest in safety articles that have been prepared by smart editors. HALF TEST DRIVERS Only 50 per cent give their drivers vision or other psychophysical tests. This may sound expensive or difficult, but it is not. A very useful, impressive set of equipmoit, including such tests as an eye screcner, side visioa test, color test, and coordination and reaction time test, can be had for $800. Some outfits are avail able for even less. 9 Only 50 per cent give their drivers road tests. Now here is a funny thing. A big rig, such as a diesel tank truck and trailer or a full truck and trailer, may cost thirty or thirty-five thousand dollars, yet com panies send employees out with these in vestments, and they haven't even checked to see if they know (he dutch from the steering wheel. 9 Only 46 per cent have some sort of rule book, nfe practice handbook, or other published standards for the guidance of Induitnal Safety their drivers. What a wonderful out for the driver involved in an accident--"No body ever told me." Even if it's only a few pages of mimeographed material, we should give our drivers something to guide by, and it's wonderful material for discus sion m safety meetings. 9 Only 43 per cent use the National Safety Coundi or other posters on safe driving. Posters have long been recog nized as one of the staples in a safety program. While we may sometimes wonder about them, many surveys have shown them to be an effective medium of very tow cost. 9 Only 36 per cent have Safe Driving Award Programs. Awards are controver sial. yet 1 loiow of companies with fine rates, and almost their entire program is based on the National Safety Council Safe Driver Awards--a very inexpensive way to carry on an effective program. FEW PUBLISH STATISTICS 9 Only II per cent publicize their acci dent statistics to create interest. I don't know how you can get anyone to try to do better when they have no measure of where they stand or any progress they might make. In my own company, we spoid quite a bit of money to put out our statistics in a nice printed pamphlet, and you will notice that the motor vehicle experience gets the same space and im portance as the injury experience. 9 Only 7 per cent use dash board cards or stickers. Cards or stickers are a very cheap, effective means of getting over a safety message. You can buy them from the National Safety Council, trade associa tions, or make them yourself. It's hard to understand the neglect of this effective medium. There you have it, a survey of companies with good rates that are making progress, yet the highest percentage on any one item was only 64 per cent T would suspect that the same figures would hold not just for the educational part of the safety program, but to all the features of a complete Motor Vehicle Accident Pre vention Program. . GOOD PROGRAM essentials A complete Motor Vehicle Accident Pre vention Program would have all these fea tures : 1. Proper testing, selection, and hiring of candidates. 2. A Driver Training Program for new hires. 3. A Driver Training Program for in service drivers. 4. A procedure for thoroughly investi gating the accidents that do occur. ' 5. A Repeater Program for those who become involved in accidents, with retraining, counseling, and the set ting of goals of achievement. 6. A record system for keeping track of the accidents and developing proper statistics on frequency, types, basic causes, mechanical condition, and all the other factors which may influ ence types and frequency of accidents. 7. A record system for keeping track of the individual drivers and their per formance. 8. A complete general educational pro gram as already discussed, for main taining driver interest, based on the statistical information developed re garding basic causes and types. 9. An award system. 10. A Supervisory Training Program w that the entire program can be effectively carried on. 11. A Vehicle Selection and Maintenance Program that provides adequate, sale vehicles ui good mechanical condition. To sum it up, the well-known tools will get the job done. Were we to adopt and use these features to the fullest, we would then have effective programs. We might then, in fact, have truly safe transportation. We would be "Backing the Attack1 oo Acci dents,".^ , WHAT IS THE INDUSTRIAL SAFETY ENGINEER'S RESPONSIBILITY FOR MOTOR VEHICLE SAFETY EQUIPMENT? ' by W. F. BROWN safety director, Consolidated Edison co. of New York Inc., New yorlt city A recent sampling of the Motor Trans portation Industry shows a frequency rate of disabling injuries of 24.02. Assuming that this sampling was large enough to be statistically significant, this places the in dustry in 40th position and Marine Trans portation in 41st, or last place. The automobile is one of the greatest hitlers of aU time when it is unsafe or in unsafe hands. In cadi of (he 40 major in dustries, a large percentage of accidents arises out of the operation of motor ve hicles and auxiliary equipment. The problem is worthy of the best efforts of safety people everywhere. THE SAFETY ENGINEER'S PLACE The 1957 edition of "Accident Facts" shows that 3.000 (21 per cent j of the 14,300 occupational deaths were in the motor vehicle classification. If we added all the fatalities which occur as a result of faulty auxiliary equipment of motor trucks the percstage would be considerably higher. A sampling of 23 states shows 8 per cent of all vehicles in accidents had unsafe conditions such as unsafe brakes, improper lights, un safe tires and unsafe steering mechanism. "What is the industrial safety engineer's responsibility for motor vehicle safety equip ment?" The answer is that the industrial safety engineer is responsible for motor vehicle safety equipment to tire same degree that he^is responsible for any other safety equipment. As a staff man he is not respon sible for the procurement and functioning of any equipment. This is the direct respon sibility of the operating manager or super visor of the activity. In other words, the safety engineer is not responsible for acci dents, but is responsible for the promotion of accident prevention. It is the safety engineer's function to inform and advise the transportation executive in all matters pertaining to safety, including motor safety equipment. The equipment included in motor vehicle safety equipment -- hand and foot brakes, headlights, directional signal lights, stop lights--are some of the most important safety derices and are usually regulated by state or federal laws. In some states they are inspected periodically and required to meet a predetermined standard under penalty of law. Every industrial safety engineer should. have a working knowledge of the motor vehicle safety laws. These laws differ among the 48 states and there ts a great difference in the degree of compliance and enforcement. The horn, when used for warning pur poses and not to express irritation, is an important safety device required by law. Its use, in many cities, is restricted to dangerous situations. The fire extinguisher, if one is required, must be ready for immediate use. There is nothing quite as useless as an onpty ex tinguisher when the vehicle is in flames. Safe tires, with sound sidewalls and ade quate treads, are important factors in any safety program. Where snow and ice is a problem, skid chains provide a margin of safety within their natural limitations of reduced speeds. MOTOR VEHICLE SEAT BELTS The big question today is whether or not to install safety belts in passenger cars and trucks. The automobile seat belt ts intended to offer protection to the person in the vehi cle at the time of a collision, either broad side or head-on or of an upset or roll-over. Wearing safety belts does not insure free dom from injury in motor vehicle collisions, or plane crashes. But they minimize the injuries by preventing the wearer from being thrown ovt of an opoxd doorway and by 10 Industrial Safety reducing the impact of his body against the dashboard or windshield. Of course, in a head-on collision or striking a tree at ex cessively high speed, no belt will prevent serious injury or death. The following is an excerpt from our safety bulletin on auto sat belts: , "The belt, one for each individual, U securely anchored to the vehicle floor or chassis at its two ends, the straps passing between the seat and the back rest at about a 45 degree angle to the horizontal. The two straps are joined in front of the per son's body with a special friction-type buckle with a quick release such as on aircraft seat belts. "The belt is brought up both sides of the rider and buckle snapped, then the take-up is adjusted until the belt is comfortably tight (The tighter, the better at the time of a crash.) 'The belt should hold the body by the lower abdomm and the hips, not by the softer parts of the body at the waist line. At the instant of impact, a person without a belt will be thrown forward and strike the dash or windshield with his head, the entire weight of his torso being thrust against lus neck. When wearing a belt, if his head does strike, it will be only with the force of the head alone. "The belt, the buckle and the anchorage all are of sufficient strength to withstand the force of 3,000 Ibv Also, if the vehicle is overturned, the buckle should be released by a finger pull on the latch of only 45 pounds even though a 250 pound person is sus pended by the belt. "The rider is warned when alighting from the vehicle to make certain that the strap doe* not hang out of the car where it may be damaged by being squeezed between the door and the sill. Self-retracing belts are now* available. "Although seat belts serve a very definite purpose, especially where vehicles are oper ated at relatively high speeds such as on parkways, no blanket installation of these bdts is contemplated. The safety bureau wiU* however, approve their installation if requested by the department using the vehicle." There are several other types of equip ment or devices which have an important safety factor. These include devices to im prove the driver's ability to see, such as proper windshields, free from stickers, and properly functioning windshield wipers, ade quate rear view mirrors, properly installed, and easy to adjust headlight-dimming equip ment and back-up lights. DRIVER'S ABILITY TO SEE Devices to permit others to see the vehicle also have an important bearing on safety. A light color paint provides greater visibility than dark paint, so we changed our vehicles from a dark gray to a bright orange. Larger and more powerful warning lights and reflectors, and reflecting material on rear and sides of vehicles also provide a greater factor of safety. Serious hazards on the highway are weak directional signals which cannot be seen by drivers until too late to avoid a rear end collision. This is especially bad when the signal lens is dirty and is competing with brilliant sunshine. To make it worse, the. driver signaling for a stop or turn believes he is doing everything required and there fore develops a false sense of security. Devices intended for emergency use in clude safe jack, flags, emergency lights, tow rope and chains, first-aid kits. These are certainly of great concern to the safety engineer. One of the basic fundamentals of a motor fleet safety program is the proper selection and adequate maintenance of vehicles to insure maximum safety and efficiency of both vehicle and driver. The safety engineer lias the opportunity and the responsibility to advise and assist management in this matter. Accident investigation, when properly con ducted, usually suggests a remedy to prevent recurrence. The safety engineer has access to channels of information---insurance com panies, safety councils, police authorities and others, which can be of great value to the fleet supervisor. RELIABILITY OF BRAKES- A recent accident was caused by a rupture of tiie flexible hydraulic hose to the brake cylinder. This hose is subject to rapid deterioration and failure from higher pres sures and higher temperatures. Hie best grade of hose is. therefore, the cheapest in the long run. il 1957 Notional Safety Congress in a recent issue of Society of Automo tive Engineers Journal there is a statement which is tremendously important to safety engineers and safety-minded fleet operators everywhere. It says "Brake fluids with low boiling temperatures are potential highway killers." That is why* S.A.E. is recommend ing for safe motoring use only heavy duty 70R-1 brake fluids. The statement continues--"Moderate duty brake fluids are no longer considered safe for modem, high-speed vehicles, so the S.A.E. has dropped the 70R-2 brake fluid specification from the Handbook. It is hoped that this action will guide state legis latures in passing laws prohibiting the sale of brake fluids which do not meet the S.A.E. specification of 300* F. minimum bailing point. Seven states, Minnesota, Georgia, California, Hew Jersey, North Carolina, South Carolina and Tennessee prohibit the sale of any brake fluid not meet ing S.A.E, 70R-1 heavy duty specification. "Main reason for the action is that today's vehicles are placing heavier demands on braking systems. Increased horsepower, automatic transmissions, smaller wheels, and smaller brakes all contribute to increasing the heat generated in brakes when stopping a car. For example, a 4,000-pound car, when repeatedly stopped from high speeds, may generate fluid temperatures of 250 F. or more from friction between brake linings and brake drums. This heat is transmitted to the wheel cylinders containing brake fluid. If this fluid has a low boiling point, the 250* F. beat may vaporize some of the fluid and cause brake failure. HEAVIER VEHICLES AND SMALLER WHEELS "Changing from open wheels to solid disc type, reducing wheel size, increasing width of rims and tires, placing brakes completely Inside the wheel, lowering and streamlining the car bodies, adding fender skirts, improving heat resistance to brake linings, adopting automatic transmissions, and increasing the weight of the can have increased the temperatures to which brake fluids are subjected. "When fluid reaches its boiling point it starts to vaporize. Gas pockets or bubbles are formed in the top of the wheel cylinders or in the brake fluid lines. The vapor is compressible, so when you step on the brake pedal the pressure is absorbed instead of transmitted through the fluid to the brake shoe. Thus, die vehicle may no* be slopped in time." Recently one of our top executives had a serious accident in Florida resulting from brake failure caused by either fluid vaporiz ing or "pliantom failure" due to heavy traffic brake applications. He is now using heavy duty brake fluids. There is still plenty of light duty fluid on the shelves of service stations all over the country. 79 POUNDS OP AIR IN A TRUCK TIRE CAN KILL! "Death sometimes sets weird booby-traps for even the best mechanic. "It was the evening of December 9th, 1954. One of our huge manhole cleaning trucks was in the garage with a curb-cut in its right rear outside tire. A simple routine job for two men with many years of service in the transportation department "They jacked up the truck and let the air out of the damaged tire. They removed the six nuts and two of the lags that held the dual tire wheel assembly together. As the third lug was about to be removed some thing exploded. The tire shot forward burling the mechanic backward. He lay un conscious on the garage floor. An ambulance rushed him to the hospital and three days later he was dead. His skull had been fractured. DUAL ASSEMBLE "The dual tire assembly is a mcchanially logics! and sound device. But like many other mechanical devices, it can and did go wrong. This time with fatal consequences. "The defective lock-ring on the inner tire opened but the tightness of the assembly held it in place. When the pressure was released, the ring sprung and the inner tube could not contain pressure and it blew out. `There are ways of preventing such acci dents. We are checking alt such tires in use or in storage. From now on all kick rings and rims must be unquestionably flaw less. Until such time as a better method is developed to guard against this sort of accident, mechanics have been instructed to thoroughly deflate both tires of a dual as sembly before starting to remove a tire." 12 Industrial Safety Recently a heavy truck was involved in a serious rear end collision. The investigation revealed that the brake assembly made con tact with the accelerator assembly at the exact moment the driver attempted to stop at a traffic light. Obviously, this is a matter of great interest and concern to the indus trial safety engineer. THE ORIVER TRAINING COURSE This Training Course method has been a most effective means of obtaining the co operation of drivers and mechanics to keep the vehicle safe. It is important that every driver have a general knowledge of how the power of the motor vehicle is developed and how it U transmitted to the wheels. Even though the driver is not expected to be a mechanic, he will, if he has some knowledge of the construction and functioning of the various parts, be more likely to keep his vehicle in the best passible operating condi tion, be less likely to strain or otherwise abuse his vehicle, and be better equipped to detect and report vehicle faults in their earliest stages. It is the obligation of every company driver to perform the "7 Point Vehicle Cheek" before talcing a vehicle on the road. So that this check will mean something to him and so he may recognize other types of erratic vehicle operation, a treatment of the bast mechanics of the vehicle will be given. This explanation will include a working knowledge of: 1--Brakes--how they operate. 2--Clutch--proper use of--how it is sometimes abused. 5--The Steering--its importance to safe operation. 4-- Ignition--the electrical system of Ihe vehicle. 5--Cooling system--its importance in relation to operation. t>--Lubrication--its importance. 7--The engine--how it operates. 8--The instrument panel--what does it tell f 9--The accessories--lights, horn, wind shield wipers. 10--Exhaust system. The alert safety engineer win take all necessary* steps to insure the safety of aux iliary' equipment which is a functional part of the vehicle and not a pert of locomotion. Safe tow bars with secondary chains, prop erly designed safety props for dump trucks, wheel chocks and hydraulic stabilizers to keep the vehicle stationary, and many more items from the general safety* environment oi good vehicle operation. AMERICAN STANDARD INSPECTION REQUIREMENTS One of the most effective steps taken in motor vehicle safety is the development of the American Standard Inspection Require ments for Motor Vehicles D7-1-1956, ap proved and newly published by the Ameri can Standards Association. This code is intended for use by inspec tion stations In states where regular inspec tion is required by law. It is also recom mended to fleet owners, school and citybuses, taxicabs and even- owners of private cars. Every industrial safety engineer should Obtain a copy of this new standard and take the necessary steps to put it to use in his own firm. The safety engineer is charged with the responsibility for organizing, stimulating and guiding the accident prevention program. If he is smart he trill not overlook the prob lems of automotive safety equipment, or safe automotive equipment. This will have a beneficial effect on both the industrial accident record and the vehicular accident experience of his HimA 13 iwJf, `'hnr-t^ld MOTOR VEHICLE AND SAFETT MEASURES AND DEVICES-- What Caa tha Safety Engineer Support and Recommend? by J, H. MATHEWSON ^ professor of engineering end research engineer, Institute of Transportation end Traffic Engineering, University of California sun! 0. M. SEVKKY associate research engineer, Institute cif Transportation and Traffic Engineering, University of California Broadly stated our way of life is charac terized, in one respect at least, by our atti tude of not remaining satisfied with any of the devices we use on a daily or even less frequent basis. This situation is mirrored by our continuing attempts to improve almost everything we use. Superficial exam ination would lead us to the conclusion that we have contrived to bring about a nice bal ance. A more conscientious examination forces us to conclude that all is not well, however, in that we have not yet found out how to bring some of our larger problems into proper focus or, therefore, to subject them to rational evaluation. If we agree that these problems should be evaluated and ordered, then we must further agree that the longer we go on without doing so. the longer we are postponing the solutions. Within this general concept, motor vehicle traffic safety constitutes one of our most perplexing prob lems. FAILURE IN STUDY OF MAN During the past 40 years or so we have devoted discernible effort to research but in large measure it has been concerned with the physical sciences. Neglect, on the other hand, is Inore nearly descriptive of the effort in the life sciences or more properly, per haps, in those areas of mobility where inter actions between man and his environment are of prime importance. Notwithstanding the upsurge in effort en gendered by the Deeds and threats constantly confronting us throughout World War II we failed with the return of peace (however uneasy that peace might he), to recognize 14 the need for employing adequate resources on the study of man. Consequently, we know all too little about his motivations, seeds, ca pabilities and limitations in different roles in various dynamic environments. In the matter of design for optimum safety performance there is substantial evi dence to indicate that man is m the most compatible environment when be is in the workplace. This evidence, in part, consists of the record of improvematt in conditions relating to health and safety during the past SO years, and also by the year-in and yearout better safety record of the workplace compared with the records of other principal environments. There is, however, at least one notable exception. When the workplace is behind the wheel of a motor vehicle os a public thoroughfare, the over-all safety record de teriorates; it does so because the operator is much more of a free agent than he is in almost any other work environment. Even though less accident prevention con trol can be exercised over commercial ve hicle drivers than is exercised in most other work situations, the control is nevertheless much greater than is presently feasible over the private passenger car driver. In the commercial category the selection, testing and training processes are quite well de veloped. Beyond this a variety of opera tional checks are utilized. For example, many of the heavier ve hicles are equipped with recording devices that furnish a profile of the vehicle's move ment and speed ranges--starts and stop* and the duration of the stops--and. therefore, of Industrial Safety the driver's performance. In the case of the vast majority of private passenger car driv ers. the selection (actor is non-existent, the testing is an a minimum basis, and training is predominantly in the form of self instruc tion oa a trial and error basis after licensing. Parenthetically, we should point out a no table exception in the training area; this consists of the ever-expanding training func tion in driver education and training pro grams in our secondary school system. RECORD VEHICLE MOVEMENTS The continuous control exercised over drivers by recording instruments of appro priately equipped heavy vehicles is com pletely missing in the case of passenger ve hicles a..d m most of the lighter commercial vehicles. But there are still other forms of broad control over the operation of light commercial vehicles including company owned passenger-type cars. One is the rate of fuel consumption, Le^ miles per gallon; another is the maintenance check coupled with the record of maintenance costs. Before taking up specific safety devices we should like to discim some further im pressions and observations. Among traffic accident researchers a not inconsiderable number believe that continuous and adequate control of the present-day vehicle is beyood the capacity of the average driver. Of course this belief must be viewed in proper con text. i.e^ in the everyday driving environ ment in which occur incidents over which the driver has little or no influence as long as be elects to be in a driving situation. WHAT CAN EE DONE? If there is even a modicum of truth in the belief that the control demand of the automobile is beyond the consistent control capabilities of the driver, we might well ask what should be done about it? It seems crystal dear that there is no one panacea and equally clear that as a practical matter in this day and age it would be a waste of time to March for one. But there are many things we can do, as c be illustrated with an example. This example portrays both a deficiency and a belated corrective action, although credit rather than discredit accrues to the authorities who took the corrective action. ' Some yean ago a new type of highway facility was made available to the motoring public Such a facility is variously called a freeway, an expressway or a throughway, depending upon the section of the country in which it is located. To guard against misunderstanding we should perhaps make it clear that we are referring to high-speed roadways having fully controlled access and no intersections at grade Just how were motorists introduced to these new type fa cilities? In general it was through publicity in forming them that average speeds would be much higher than before, that conges tion would be eliminated or greatly allevi ated, that safety would be greatly increased, and that new low levels of economy in car operation would b attained. Few of these goals have been attained to the extent origi nally visualized and some not at all. There is increasing evidence that the congestion was merely transferred from one kind of a facility to another. FREEWAYS REQUIRE NEW SKILLS There is widespread agreement that the driving task on one of these high-speed fa cilities is quite different from that on any lower class of facility. This is to say that we need new skills in the form of keener exercise of judgment, sharpening of antici pation and higher levels of attention to the task. These are characteristics that can be improved through education and training. But during the years these new type facili ties were being planned and built, no at tempt was made to utilize such education and training to prepare the public on how best to use them. Earlier we indicated that some authorities (actually two in tills instance) had taken remedial action for which they are certainly to be commended However, neither au thority is a designer of the system treated and it is the thesis of the authors that the designer of any enginering product must bear responsibility for prescribing the rules governing its use. It would seezn to be quite dear that the people best qualified to promulgate the ''tides of the road'* are those who design and operate the road systems. This would be a combination of state highway departments (and their counterparts in county and dty jurisdictions) and state departments of motor vehides. Thus far, for tha most part. 15 1957 S'aiional Safely Congress urh agencies have not been able to inter* pret their legislatively granted authority to include responsibility for adequate dissent* ination of user rules* The lade of such logical activity has resulted at the assump tion of responsibility for the task by a large heterogeneous^group of official, quasinfficial and private organizations some of which are in direct economic competition with each other. Iti no sense are these remarks to be construed to mean, however, that the public school system does not have an educational function in the matter. On the contrary, it lia prime responsibility for including all proper aspects of the task in the formal educational process. It is gratifying that this is being done on an increasing scale. NEW SAFETY DEVICES ('added Dashboards Padding of dashboards or instrument panels is a step in the right direction and there would now seem to be a good under standing of the desirable characteristics of the materials used for padding. Earlier, sponge rubber and a variety of other next* to-useless materials were proposed and in some cases actually used. Basically, the material used should be energy dissipating, not just energy absorbing, and uniformly yield but stay in continuous contact with any part of the human anatomy impacting t. Clearly, too, the resistance offered by the material must not remit in a "G" loading above the tolerance level of that port of the anatomy contacted. Complete restitution is also desirable but this must not be obtained through any compromise with the first stated requirements. Education and training are not. of course, the only means at our disposal, but they are present, or should be. in some degree in all other accident prevention or injury mitigating measures. Another means lies in the use of safety devices. Here, how ever, we enter into an area that has long been characterized by controversy. It will now be our purpose to appraise a number of safety innovations that have been intro duced by automobile manufacturers during the oast few years. Although we do not propose to discuss all of them in great detail, these Innovation.* include safety door latches, podded dash boards or instrument panels, safety rearnew mirrors, dished steering wheels, tor sion stabilizers, seat belts and others. Some what earlier the automatic transmission was introduced and although it would be diffi cult to evaluate its contribution to safety it certainly increased the efficiency of the large number of drivers who had recurring difficulty with the manual gearshift. Safety Door Latches A strong ease has been made for safety door latches. Clearly they should be stand ard equipment on all motor vehicles, from the lightest to the heaviest The lighter the vehicle the greater die need and the greater the potential benefit. In accordance with the philosophy of the industry we may con fidently expect that door locks will peri odically be further improved. Dished Steering Wheel Although the dished steering wheel has been evaluated as an improvement, de signers have a long way to go in reducing the injury potential of the steering wheel and column. There is an immediate need to eliminate from the steering wheel all knife like edges, decorative plastic cups (such as on those on the tops of some columns) and all pm metal components whatever their purpose. Eventually, the steering wheel ami column, as we know them today, will have to be eliminated or. possibly, die column will be designed to yield under some pre determined loading without rendering it in effective for its prime function. Torsion Stabilisers Torsion stablizers not only add to the comfort of car occupants but, more significamly, present certain dlstractivc motions of the car. Thus, the driver is less likely to have his attention momentarily diverted from the driving task and, therefore, less likely instinctively to attempt some incor rect or dangerous maneuver. Scat Belts Beyond much doubt seat belts or, if you prefer, safety belts are the most contro versial of all safety devices applied to auto mobiles in recent years. Inasmuch as we, the authors, have devoted a good deal of research effort to the design and evaluation of seat belts and other restraining configura II (j R 16 Industrial Safety tions, we shall >*.<- eertaia aspects of such restraints in some detail. During 1955, veritable rash of articles on seat belts appeared in periodicals ranging from top level professional journals like the American Medical Journal and Bulle tin of the American College of Surgeons, to the popular mass media variety. These were augmented by a relatively larger number of articles in daily and weekly news papers, another segment of the mass media. Throughout 1956 and up to recently in 1957, the argument has continued more or less unabated. During this same period a num ber of pertinent research papers or reports have been published, as well as factually based information bulletins. RESEARCH OF SEAT IRT5 In the case of our own organization, the Institute of Transportation and Traffic En gineering of the University of California, we published during 1955 and 1956 a number of research papers on seat belts and other force moderating devices or principles. These augmented previous publications or presen tations covering Automobile Collision Injury Research we commenced in 1549. A discussion of scat belts generally in cludes some reference to anchorage rcquircmeits. It should, but often does oot, also include consideration of scat configurations and anchorages. In all but the low-speed collision* (under 15 mph, into fixed barriers, and car-to-ear closing speeds below JO mph) in our experiments the seat anchor ages of manufacturers proved to be inade quate. Our objectives included the discovery of basic information covering the nature and extait of the force systems impressed on car occupants, and the collapse character istics of the cars in collision events. Having determined the loadings under which seat failures occur, it no longer served our pur poses to continue to permit such failures in our experiments. Accordingly, in subsequent experiments we reinforced seat anchorages to withstand the G loadings we anticipated. Such loadings were arrived at oa the basis of our findings from previously conducted experiments. Some years ago we suggested the anchor ages of front seats of automobiles should be designed to withstand 10G or, preferably. 20G loadings. This same suggestion applies also to rear seats the backs of most of which are loosely held in place. As yet there is little evidence to indicate that de signers have heeded this suggestion. In the meantime a greater variety of adjustments have been introduced in the seats of late model cars. This action compounds the dif ficulty of designing adequate anchorages but by no means places it beyond the capabil ities of designers. ANCHORAGE METHODS Although there is general agreement that seat belts should never be anchored to seats, there is some difference of opinion as to the merits of frame versus floor-pan anchor ages. Floor-pan anchorages can readily be made adequate by using plates or large washers to distribute the load. This Is the method specified in die legal requireoust* of the California Highway PatroL With the Dotion that slight yielding of the floor-pan, under load, was wholly detri mental, some persons and agencies have ad vocated that anchorages be only to the car frame. In actuality, slight yielding of the floor-pas anchorage is beneficial in that it results in a reduction of both the raze of onset of loading and the peak deceleration. This valuable force moderating quality is essentially missing in the frame-type anchor age because of its greater rigidity. FINDINGS OF STUDY Without question there is a need for more information on the performance of seat belts in collisions. Also, since the deficiency of the lap belt in protecting the head and upper torso of drivers and front scat pas sengers is well known, there is a need for seme sort of improved restraining device but it should not be concluded that this means further restriction of movement of car occupants. But even so there U sub stantial evideice to show that the lap-type seat belt can furnish highly significant pro tection to occupants of cars involved in collisions. - The validity of this statement U well supported by finding* in a recently pub lished report from Cornell University. These findings stemmed from "two preliminary controlled `experiments* using the `paired- 17 19f" Xationo! Safety Congress Industrial Safety comparison' technique.'* In the first experi In the light of the foregoing based-on- `j| pros and cons of seat belts these authorities 6. Determination of vertical accelera ment analyses were made on 46 matched fact evidence one might well ask. What, J1 suggest or advocate the establishment of tions for the two type structures. pairs of persons as to the relative injury then, are the grounds for the controversy risk of those who wore belts and remained referred to earlier? ll U some sort of a national automotive safety agency. If we agree with the ides of a 7, To provide motion picture films of the dynamical features of collision inside a collision vehicle versus those who The answer is not difficult to find. To be- a national agency, the paramount issue is deceleration for both the car and oc were not wearing bglts and were ejected gin with one must see truth in the premise gl whether it should be implemented through cupants for study and review by en from a vehicle. The findings were that: that in all human activities there is no such P| a government agency with sweeping legal gineer*. 1. Users of seat belts experienced less risk of becoming injured (to any de gree. including minor) than the thing as absolute safety. This is to say that in the safest possible situation contrived by man there is always some degree of risk. y a 11 authority or through a non-profit private agency whose function would be limited to testing and approving safety devices. In the light of our experience in experi ments conducted five years earlier we tad long since resorted to the use of anthropo ejected non-users. When the exceptional or against-fantastic- "OPERATIONS FLAN" metric dummies as drivers and passenger* 2. Users of seat belts had less risk of sustaining moderate through fatal grades of injury (injuries requiring expert medical treatment) than the ejected non-users. The frequency of their injuries of this type was al most SO per cent lower. odds accident occurs it is a matter of wide spread human interest and receives publicity out of alt proportion to its true worth. On the basis of such a single case many people will make an unqualified decision, with re spect to their own conduct, that can clearly be proven incorrect. LVe believe we would be remiss if we did not aval] ourselves of this opportunity to cover some additional aspects of the Auto mobile Collision injury Research performed at the University of California. In all of our experiments our objectives have been primarily to discover facts or basic infor to take the pia a. of human subjects. These dummies are constructed to U.S. Air Pore* specifications and have been extensively used by John P. Stapp and others in experi ments relating to both aviation and automo tive transportation. In our pertinent techni cal reports, moreover, we should like to 3. Users of seat belts had less risk of REASONS FOR CONTROVERSY mation that would be useful in engineering emphasize that analyses or diagnoses of in sustaining dangerous or fatal grades of injury than the ejected non-users. The frequency* of their injuries of this type was over 85 per cent lower. People in this category must subsequently be influenced to change their decision and. in general, this can only be done by furnishing them with adequate and completely y design. The nature of the task required, of course, that we include human considerations since our initial over-all objective was to juries to dummies, including interpretation of what the effect would have been on hu mans similarly exposed, were performed by competent medical authorities. In the second experiment analyses were understandable information based on fact. J mitigate casualties on our streets and high PROMOTE SEAT BELTS made on 81 matched pairs of cars as to whether the risks were different for those wearing seat belts and those who were not, with no ejections from either group. Here, it should be noted, the occupants without seat belts numbered 139 as against 97 oc cupants with belts. The findings were that: 1- Users of seat belts had less risk of utaining injury than non-users. The frequency with which they were injured was about 60 per cent lower. Users of seat belts had less risk of Additionally, of course, we know that humans view new procedures and devices with skepticism and will adopt them but re luctantly, if at all, if the change requires or seems to require added effort or an up- t jting of habit. These, then, are handicaps to more wide spread acceptance of seat belts in automo biles but they do not constitute a revelation. N'or is the solution, namely education and training, or retraining, anything that we have not known for a long time. U ways. In an "Operations Plan" covering a scries of experiments performed during the spring of last year our objectives were set forth as follows: 1. To determine the deceleration rates of the principal sections of the auto mobile during collision. Special attention will be given to the decel eration rates of the passenger com partment (unitized and frame type structures). The mechanism of col lapse of the structure will be studied Where it was proper to do so we have; in our technical reports and other presenta tions, clearly set forth the benefits to be gained through the use of properly designed and installed seat belts. Although fatal in juries were inferred for all occupants of one car in one of our more recent high speed experiments this finding certainly does not provide adequate grounds for condemn ing seat belts. It is widely believed that the vast majority of collision-type accidents oc cur at moderate speeds of 40 mph or less summing moderate through fatal grades of injury than did non-users. The frequency ox their injuries of these tyi<s was about 60 per eem tower. 3. Uers of seat belts had less risk of sustaining dangerous or fatal grades injury than did nen-users. The frequency of thdr injuries of these types was lower, but the amount of improvement cannot be stated sta tistically doe to the present level of case volume. In another section of the same report it U stated, again on the basis of statistical analysis of actual accident data, that "Ejected LEGISLATION SUGGESTED As is well known. It has been proposed that the installation of seat belts in automo biles be made mandatory. Assuming the enactment of appropriate legislation, the fact remains that it would by do meant en sure the actual use of belts. Moreover, it seems fairly obvious that enforcement of the use of such belts would inevitably re quire the use of police power or what many people would view as serious invasion of private human rights. Some authorities take a more comprehen sive view, presumably in recognition of the belief that no great headway has been made H to determine possible means of im proving its collision performance; 2. Evaluation of the forward interior surfaces of the passenger compart ment with respect to their potential injury producing features. 3. Determination of seat belt loading and passenger deceleration rates for comparison of relative passenger protection for the unitized and frame type structures. 4. Determination of the comparative costs to repair the unitized and frame type cars following identical collisions. and it is in this range, therefore, that sig nificant benefits can be gained on both an individual and national basis. Despite the large resources being em ployed to cope with the highway accident problem, the gains are small, not always positive, and out of all reasonable propor tion to the time and money being expended. In short, the situation is essentially out of control. Can we look forward to compre hensive and effective control and in what direction or directions? Without 'minimizing the importance of laws and punitive mea sures, we see little promise in adding greatly to the existing conglomeration of laws and regulations which, in large measure, are un occupants have a five-told greater in coping with the highway traffic accident 5. Comparative -analysis of permanent enforceable on anything approaching a uni risk of fatality over non-electees." problem. Avoiding single issues such as the deformation for both type structure*. versal basis. 18 19 1957 National Safety Congress Rather we believe that control must be contrived through a more intelligent and subtle approach. This would be, for ex ample, through expansion and intensification of education and training of highway users, application of the techniques of operations research to bring about unproved design of the vehicle, the roadway, and the signal, signing and lighting systems used to guide and regulate traffic on the roadway, better licensing of drivers, improved accident re porting systems leading to effective use of the design criteria statistical analysis can provide, and. finally, the allocation or re allocation of jnater swarf of money for the necessary research. AUTOMATIC OPERATING CARS Laboratory experiment*, utilizing snail- scale models, have already been carried out on the autocade operation of an automo bile. Thus, we ought look forward to uni versal application of a device that woald automatically cos off the power and apply the brakes under certain predetermined (dangerous) conditions. Short of complete automatic control, something we neither visualize nor advocate in the foreseeable future, suds a device would be highly bene ficial in that while it would not prevent all collisioo-type accidents it woold bring about a very subwauial dennier Likewise, wc might well consider the de velopment of a device that would record the speed of an aMomoiate at the instant it mjacud any ewsg or snioaiy objea 2 here also, of course, above that determined dangerous. Sack a <lmg would naturally be a* tamper-proof as yimfilr and admit- tcdly would have so he wodcr the ccenptrsr lonsdxrtKW of kgaSy conetinard anthertty. Subsequent to a coMiiwo type accadexs. tbr device would W tiww id. *t* seated ceo- dttke. 6eteemmmbm ef the import i|wl gpd |i menu m Court. H need be, as uJmr It takes hdr kmganatsou so vimliw a amber oi highly T"***--* benefits that would aero from the miversa! ue of such a device. We ugfat also pm ceuadesatioo to aon-ortmaffiie or fixed periscope-type rear-view mirrors <m aS pasacager vehicle*. la the commercial vcfckfe field, proposed fnimlm for sewn! Iiuwdow canJWaai might be mentioned. Ia the driver stsad-op- 20 type light delivery vehicle the use of any kind of a restraining device by the driver cannot logically be expected. In good weather the doors on such vehicles are gen erally kept open and in the event of a mis hap that brings about a sudden change of course of the vehicle, the driver can readily be centrifuged out of it. To prevent this, air-actuated net-type doors constructed out of two to three inch webbing, sods as that used in baggage compartments 00 some type* of transport aircraft, could well be used. It is common practice for tight deliverytype vehicle* to enter private driveways to residential districts. Backing up of the vehi cles then becomes necessary and this opera tion annually result* in the death of many small children who have not yet teamed how to protect themselves from the hazard of the automobile. In the long run, entry of delivery vehi cles Into private driveways should be made unnecessary and impossible but an interim preventive measure that well within the realm of feasibility woold be to equip aU such vehicle with aa electronic proximity device that would warn the driver of any object moving into the danger zone behind his vehicle in the course of a hacking-op maneuver. Although the cost would be con siderably greater, the device, through a servo-mechanism. could be made to control the movement of the vehicle. VARIED WEIGHTS--HAZARD Another type of hazard, or really two types, stems from the sec of oar highways by aU weights of attacks from the lightest passenger car to the heaviest trade-trailer fwn^iMt'iww The front banger on truck tractor* and the Hke are substantially higher than the bumper* on passenger can. When a passenger car is Oracle, in the rear for eosqlc, by a uma or heavy track travelling at any aribeanrial speed the bumper* serve no meftd purpose. Cnoeirt eratioa might well be green, therefore, id redesign bumper canfiguratkes an tracks so that the trades wiB noC dfcab over and grind bctTwa then aad the patenene pas senger cars caught in accidents of the type jtm cited. As can rad3y be wifisf by observation. trade trailer*, as writ as most of the heavier Industrial Safety type trucks, are not equipped with rear bumpers. Considering speed differences be tween trucks and passenger cars on grades, night driving with its inherent reduced visi bility compared with that of the daytime, poor dynamic distance judgment of drivers, etc, it is not surprising to find that rear-end collisions between passenger cars and trucks (a passenger car running into the rear end of a slow-moving or broken-down stationary truck) are not uncommon. In few of these accidents do the pas senger car occupants stand much chance of survival, and In some such accidents--spec tacular to be sure--the occupants of- the front seats of the passenger cars actually hare been beheaded. The solution is clear but, as is well known to most people con cerned with highway operations, truck owners have grot reluctance to add any thing in the form of dead-weight to their vehicles. SPEED PROBLEM In the area of highway design and op eration two conditions should suffice to il lustrate the approach advocated herein. Speed currently is, and for a long time hJ been, the whipping boy of private and quasioffiaa! safety organizations as a prime cause of accidents. These organizations seem to be not at all discouraged by their lack of accomplishment in bringing about any sub stantia! change. There is a growing awareness, however, that differences in speed, especially oa high speed facilities, are orach more important to safety than speed per sc. We are confronted here with a large-scale educational and training need that should, in our opinion, be met through the secondary schools and those official agencies that design and op erate the highway*. The practice of constructing high-speed highway* without adequate physical separa tion of the opposing ways of travel should be discontinued. By physical separation we mean physical barriers that will prevent crossovers and the often ensuing catastro phic head-on collisions. Although this is not a high-frequency type of accident its charac teristics, the certainty of death or serious injury, wholesale destruction and lengthy periods of disruption in the operation of the traffic facility, should prompt us to adopt the preventive measure indicated above. These are but a few of the possible steps we might be well advised to take. Their implementation, of course, costs large sums of money and some critics will no doubt ndicule them from the viewpoint of eco nomic feasibility. A principal obstacle to resolution of the economic question is our failure to agree on a set of values. The much bandied statement that a dollar value cannot be placed on human life appear* to be an opiate for rational conscience, and one that prevents u* from making a more realistic approach to a problem that is by all odds national in scope. Perhaps it is not out of order to point out that in one area of our economic struc ture moaetary value* have been set on hu man life. This may be readily verified by reference to the workmen's compensation laws enacted by the Congress and every one of the legislatures of the 48 states A Total Causes of Accounts ok Fseeways nr Los Angeles, Sam Fkaxosco an San Draco January 1,195$ to December 31, 19S3 t of wceidsnls l too dose............................................................................. No. 7SX 499 282 214 139 1,885 641 2.526 Per cei 29.6 *' 19,8 112 84 5.5 74.6 25.4 100.0 INDUSTRIAL RUE PROTECTION THE SAFETY ENGINEER'S RESPONSIBILITY IN FIRE PROTECTION by ALLIN l_ COM safety director, Eastman Kodak con Rochester, N. Y. Before beginning any discussion an the safety engineer's responsibility in fire pro tection, we must appreciate that there are just about as many concepts of the safety engineer's job and his responsibilities as there are industrial plants with variations in organization and in policy. In addition, there is often no established written policy regard ing overall management responsibilities. There is of course a general knowledge (hat fire and safety matters should be carried out But without a clear policy the safety engineer's responsibility in the fire protec tion field is difficult to define. However, there are two general types of organization in which the responsibilities are fairly well outlined. The first type of organization creates a sharp separation of fire and safety respon sibility. This is common and is most often encountered in smatler plants and industries where the fire problem is relatively simple, such as textile plants and the automotive and machine shop industry. In such plants it is common for management to delegate its fire protection responsibility to an insur ance organization. FOLLOWS INSURANCE COMPANY'S ADVICE Since the majority of insurance recom mendation* concern matters of fire protec tion equipment such as automatic sprinklers and the typical safeguards against fire in volved in equipment selection and plant re sign, the plant engineer or master mechanic carries our the insurance company recom mendations which are often considered di rect orders. The plant provides a mechanic to take care of sprinkler valves, to refill the ex tinguishers and follow the mechanical details of the fire prolection system. He may be called fire chief or fire marshal and may have the responsibility of organizing a plant fire brigade if recommended by the fire insurance inspector. In larger plana with a similar organiza tion the setup may be more complex Some one in the engineering divisions may be charged with fire protection engineering lay out and design and the fire chief may have more responsibility in routine inspections and supervision of open flame permits. Basically however, there is a complete separation of fire and safety responsibility and the principal accent of fire protection work is mechanical in nature. Considerable reliance is placed on the fire insurance in spector and management may feel it has fulfilled its responsibilities by following taws and ordinances and by being insured. SAFETY MAN SUPERVISES WORKERS Under these conditions the safety engi neer's responsibility may be very limited. The safety engineer is responsible for staiT assistance to management in matters affect ing the plant's personnel safety. Death or injury by fire is an industrial aeddent as is death or injury from machinery or from unsafe acts of individuals. Therefore the safety engineer---even though job descriptions and organization chans show little fire safety responsibility under his general direction---does supervise sate means of egress, safety dothing, safety showers for clothing fires and fire safety natters in employee indoctrination programs. Although there is no organization, the safety director and the fire chief or marshal are in close communication and the safety engineer is frequently called for suggestions in fire safety. The second type of organization is the exact opposite and most often found in the chemical industry where fire and explosion 72 | . Industriat Saftiy are serious hazards to individual employees, and to the continued existence of the in dustry itself. Under such conditions man agement takes aa active interest in fire pro tection and fully appreciates its responsibili ties and prerogatives. It uses the technical assistance of the insurance organizations but carefully evaluates these recommendations in the light of in-plant knowledge of the processes. Typical of such organizations are Carbide and Carbon Chemicals corporation, the du Pont company, the American Cyanamid com pany and Eastman Kodak company. A pam phlet entitled, "A Guide for the Organization of Fir* Safety and Modern Industrial Estab lishments" is a publication of the National Fire Protection Association. Prepared by the Industrial Committee of the Association, the prinopai author was Stanley Spence, director of safety and fire protection, Ameri can Cyanamid company. This is the best available guide to plant organization on fires and discusses types of organization and responsibilities in simple centralized plants and plants operating in centralized, partly centralized or completely decentralized organizations. HR PREVENTION AND SAFETY A fire or explosion in a chonical plant is just as serious a hazard to the individual employee as an arid splash. In many in stances the same equipment used for fires would also be used in a chemical spill. Fire and safety matters are completely inter woven, and can not be separated. When fire and safety are combined Into a single organization operations with a rela tively low fire hazard often have separate fire and safety inspectors but in serious situations, one man handles the entire job. For example, in the apparatus and optical division of the Kodak Company, the safety organization has separate safety inspectors and fire inspectors. But in plants having chemical operations such as Kodak Park and the Tennessee Eastman Division, each safety engineer or inspector covers fire matters as well. In the plant with the complex problems the safety personnel require a greater degree of competence and take all phases of the work in stride. Any man technically com petent in all aspects of fire protection engi neering will also be able to undertake all engineering aspects of safety work. The best background for a safety engi neer is a thorough training in fire protection engineering. Some men responsible for this combined job in the chemical plant have bad eight to 10 years experience in the engineering divisions in the industrial in surance organizations such as the Factory Mutual Engineering Division or the Factory Insurance Association. SAFETY TRAINING EASY FOR ENGINEERS A man with an engineering degree from a recognized college and with this amount of experience in fire protection engineering can master the engineering requirements of safety work in a relatively short time. The human relations aspect of the safety engi neer's work is something else. However, a man trained in engineering can usually acquire the human relations and human engineering subjects more readily than a man who starts out initially in thehuman relations field. This it not to say that the mu who started in safety or in industrial relations cannot master the fire protection field. There are many outstanding safety engineers in industry who have fol lowed this route, but the course is usually more difficult. The safety policy of our company is typi cal of other companies so situated. Our policy states: ' "In general, the company's policy is to do alt that is reasonable to prevent injury to persons and damage to property and to protect the interest of the employees, the company, the customer and the public from the results of accident and fire. In inter preting this policy the company goes to great lengths to provide adequate safeguards against the fire and aeddent hazards with proper equipment, materials, methods and trained and instructed employees." RESPONSIBILITIES OF ENGINEERS Several items in this statement present a challenge. For example, the protection of the customer indicates the company prod ucts should be safe for the prospective users. Many items will have to be con sidered. The company may bring out a new gadget with mechanical hazards such as pinch points, toxic chemicals or a possible 23 1957 National Safety Congress fire hazard. The trained safety engineer can evaluate the hazards and make necessary recommendations. The statement alto implies that the safety engineer is directly concerned in matters entirely outside thf plant. The chemical industry has a great responsibility to tbe public. It Just does not pay to make your self unpopular with the public. The safety engineer also has a direct responsibility in plant operation which may discharge fumes or other nuisance*. The key word in this statemeit is the word "reasonable." Safety engineers bear a heavy responsibility in making that tmpory tant decision of just what is reasonable is Are and explosion hazards. Our Standard Safe Practice Bulletin #1.01 lists the responsibility of tbe Depart ment of Fire Protection aad Safety. Her* are the most important itens: t.0t.4 RESPONSIBILITY OF THE FIRE PROTECTION AND SAFETY DEPARTS/ENT. The fire protection and safety department is responsible for staff assistance to line and service departments hi fire protection, fire prevention, accident prtieutku, and in the control of cmergexMS affecting the safety of persons or serious damage to buildings, equipment and product Some specific dudes of the department are? 1. To keep is tench with sew develop' ments in the field of accident and fire prevention and, if necessary, to carry on or cooperate in research cm problems in that field. 2, To consult with and advise all de partments on all phases of accident pre vention, fire prevention and protection. 3. To prepare or review and approve, whe satisfactory from a safety stand point, all safe practice standards applying either to the plant as a whole or to specific departments. 4, To review new or modified methods, materials, supplies, aad equipment, includ ing buddings, machines, tools, and devices. This shall include tbe review and approval of building plans, plans of new machines and equipment that Involve fire and nfety hazards. 24 NOTEs As one purpose of this teview is to provide adequate protection at mzsimum cost, new methods, unusual building plans or construction aad new machine designs should be reviewed in early design stages, necessary factors to be agreed upon in consultation with engineers aad operating department supervision. 5. To review and recommend the fire protection to be provided after consulta tion with the engineering division. COORDINATES DEPARTMENTS' WORK 6. To review all inspections node by insurance or state inspectors, aad in noosultadon with them aad representatives of ECM4U service and operating depart ments where concerned, to arrive at a satisfactory disposal of rmumiamdafaona 7. To review standard rngineering prac tices for fire protection and safety with the -ECM4U. 8. To coordinate the work of depart mental safety leaders, aad to delegare to them such parts of the work that say be best handled la a local departmental or ganization; for example, imresdganeaft of certain accidents, investigations of sug gestions, and approval of ndowre guards. 9. To train safety leaders in tbe basic factors of fire and accident prevention, and keep them informed of new method* and devices. 10. Initiate studies of sew devices, coo- duct fire tests, either directly or with the assistance of other departments. 11. Make periodic inspections on the effectiveness of, and compliance with. aJ safety and fire precautions. 12. To develop plans for the handling of emergency situations, both these re sulting from normal operations and those which may result from enemy action in time of war. 13. To direct operations at the scene of any major emergency. This shall include: a. General direction of fire operations through the fire chief. b. Requests for assistance of ECU&U emergency crews. e. Direction of rescue operations through the rescue and salvage chief. Industrial Safely d. Shutting off services, control of dangerous materials. NOTE; Matters relating to admission to Kodak Park, release of information to the press shall be referred to the Security Director. 14. To investigate and report all fires and lost time and serious oon-injury acci dents. 15. To make statistical studies of acci dents for management, and for use in planning accident and fire prevention pro grams. 16. To work with law-making bodies and regulatory associations (American Standards Association. National Fire Pro tection Association, National Safety Coun cil. etc.) in the formulation of acceptable safe standards and codes. CONDUCT TRAINING PROGRAMS 17. To conduct, or assist in conducting, centralized training programs for super visory and Don-supervisory personnel in fire and accident prevention. 18- To develop a centralized program and to xoin in dcpartmatal programs to develop and maintain interest in accident and fire prevention. 19. To interpret laws, directives; and codes dealing with accident prevention and fire protection. 20. To maintain a central control over known hazards through permits for work in designated areas or under hazardous conditions. 21. To investigate aad report on safety suggestions or delegate such investiga tion to afety laden. SSL To conduct fire tests either directly or in cooperation with the manufacturing experiments division. ECM&U division or others. 23. To report action taken and progress on all recommendations of insurance in spectors to Kodak Park General Manage ment To avoid duplication, those coming to the attention of the ECM&U Division should be reported to the Safety Deport ment to be combined in one complete re port. Copies of these reports will be sub mitted to the Insurance Manager at Kodak Office. GENERAL NOTE: In general, (with the exception of or dinary routine problems), ail matters re garding fire prevention, accident prevention in plans and in norma) operations should have tbe benefit of consultation with the Plant Safety Organization.** The fire department ot Kodak Park is a branch of Fire Protection and Safety and actually might better be called an "emergency department" since the fire department is first on the scene at any plant emergency. Its first duty is rescue. The fire department is equipped to render energency service in case of ammonia or add breaks, solvent spills and all situations requiring quick response by an emergency crew. Therefore the fire department is as much a safety unit as the safety men themselves aad the inte gration of fire and safety services may be said to be complete. It is obvious that the safety engineer can not be responsible for the layout and design of automatic sprinklers or the many other matters of engineering design bearing on fire protection. To do so, woutd require a large staff of engineers and it is better that these be within the general engineering or ganization. It is, however, a responsibility of the safety engineer in this situation to be thoroughly familiar with fire protection en gineering so that be may review and com ment on designs and make specific recom mendations The safety engineer recommends the type aad extent of fire protection needed and works closely with the design engineers, fire insurance inspectors and any other authorities who have some jurisdiction. The safety mgineer has very definite responsibilities in respect to fire and these duties vary appreciably with the general organization of the plant. You as safety engineers should acquire and demonstrate corapetaxe in the field of fire protection. This would insure an increasing degree of integration of fire and safety services and lead to a greater degree of freedom from the effects of fire explosion among the plant people. Lastly, this would also place greater responsibility os the safety engineer with a consequent incrosed stature both within his own plant and within the engi neering profcssion.dk. 2S FIRE CONTROL OF SOME OF THE NEW PYROPHORIC METALS . by HYLTON K. BROWN senior engineer, U. S. Department of th* Inferior, Bureau of Mines, Washington, D. C Twenty years ago A. H. Nuckolls, then a chemical engineer with Underwriters* T_K. oratories, presorted to the 1937 National Safety Congress a paper oa spontaneous ignition and its prevention- His paper re vealed several facts concerning spontaneous heating of oil films and finely divided metal particles. His introductory statement made 20 years ago still holds; "Spontaneous igni tion is not as simple as was formerly sup posed and much remains to be learned aboot it." Scientific progress during the past 20 years might appear negligible; the principal ad vance being the use of die polysyllables! ward "pyrophoricity'* -- the tendency of cer tain materials to heat or ignite spontane ously. But a review of current literature and the preliminary results of research projects indicate tint an answer to the problem of pyrophoricity or spontaneous combustion may be forthcoming. zirconium can withstand temperatures over 3.000 degrees F without igniting, bat freshly divided fine zirconium powder exposing a much larger surface area * a solid mass may ignite at room temperature without any apparent source of igmtioa when it is blown into the air as a doid. Z Sfierobiat thermogen*jis is the form of spontaneous heating commonly associated with fires in agricultural ptodocti and the destruction of hay storage bans. Opinion differs widely on the baric the con tinuity or overlapping of different phases of this reaction. Research has established that the initial hat in stored undercured hay or similar products is doe to fermenta tion or bacterial activity, but it is believed that the known roicro-orgamsns arc de stroyed at about 180 degrees F, a temperature below the ignition point of the malerial in which they usually are foaod. ac tion beyond the heat by bacteria, TYPES OF SPONTANEOUS HEATING Mr. Nuckolls made four differentiations in his classification of substances subject to enzymes, or oxidases has bees attributed to chemical oxidation, the presence of pyro phoric carbon or even pyrophoric iron. spontaneous ignition. Metals would seem to ignition in 1. Oxidation in air with evolution of heat is a reaction prompted by exposing a rela tively large surface area to the oxygen io the air. Mr. Nucleoli* referred to the im pregnation of a fibrous material such as cotton with linseed oil. This type of heating is rather common, and demonstrations ** be arranged for use in classrooms or at lectures by placing the otly, fibrous material this way, but recently some interesting studies were made in bacteriological metal lurgy to determine the effect of bacteria oe the oxidation of metal*. It is too early to evaluate any findings, but nosy theories oa the problem cannot be passed by wthoet giving some thought to posable effects of prolonged bacterial actum oa certain metal powders. in a container where air flow to or through the material can be controlled until ignition occurs. 3. Chemical reactions |a mixing or com bining different substances, some or all con sidered nocKombasUbte, can produce enough At first though, structural metals with heat to ignite nearby combustibles or the which we are familiar would not appear mixture itsdf or cause a violent explosion. susceptible to ignition of this type Zircoo- Nitric arid and sawdust, activated carbon tnm, however, is an example of what hap and chorine, and many other combinations pens when certain types of metal are being arc examples of this form of spontaneous handled or processed. In structural form heating. Exothermic decomposition, with or 26 Industrial Safety without the evolution of hydogen, can be included here in the field of metals there are many known, and probably some unknown,, haz ardous combinations. Only a few years ago a British chemist mixed some aluminum powder and carbon tetrachloride together with disastrous results. The Underwriters' Laboratories had already warned of this hazard in their Research Bulletin No. 34, "Reactions of Aluminum and Magnesium with Certain Chlorinated Hydrocarbons." In tests reported in this bulletin the tempera ture of an aluminum powder-carbon tetra chloride mixture increased to 305 degrees F in S3 minutes. Other results showed that methyl chloride in contact with aluminum may form spontaneously combustible alu minum methyl. Sometime ago an explosion occurred dur ing laboratory corrosion tests to determine the effect of red fuming nitric arid on titanium. Samples of titanium immersed in the arid in glass flasks were examined from time to time to observe any corrosive effects. Evidently some pyrophoric material, proba bly finely divided titanium, in one of the flasks was disturbed while handled, and a rioloit rsction occurred. Much heat was liberated, resulting in oxidation and even fusion of metal. The strength of the acid is an important factor in such instances. Dutch metal or tombac; an alloy of copper and zinc, has some peculiar properties, par ticularly in the form of foil. This material, sometimes referred to as gold and con sidered stable in air, will ignite spontane ously in an atmosphere of chlorine at ordin ary temperatures. UNUSUAL DIE CASTING EXPLOSIONS Recently, reports were received of Igni tions or explosions of zinc die castings under unusual circumstances. The castings, which contained about four per cent alu minum. had fallen off of a conveyor into a chromate dip tank and remained in the solution for several hours or days. After they were removed and dried, ignitions occurred. It is believed that long exposure in the chromate sotutioa dissolves the zincrich phase and leaves behind the finely divided aluminum phase, which, in the pre sence of the oxidizing agent of hexavaloit chromium, combines the ingredients for rapid reaction when heated. Similar occurrences have been observed with magnesium die castings. Preferential etching in solutions containing chromic arid leaves precipitates such as a magnesiumaluminum compound in powder form. When air-dried, this powdery surface becomes very pyrophoric and will spark or explode on the slightest contact. 4. Reaction with water. Water or moisture is apparently an im portant contributing factor in many cases of spontaneous heating, and a number of substances react violently with water. Mr. Nuckolls called attention to the action of water on calcium oxide (unstaked lime), which produces enough heat to cause fires when ordinary combustibles are present He pointed out that one pound of lime with water evolves 124,000 calories (493 B.tu.). The hydride of phosphorus produced by the putrifaction of damp sawdust may cause ignitions. Combinations of metals and water that heat spontaneously or produce explosive re actions should be considered under two headings: Reactions that start at normal temperatures and those that occur when water comes in contact with hot or molten metal. REACTIONS AT NORMAL TEMPERATURES Substances commonly referred to as "the alkali metals" would be included in the first group. Sodium, potassium, lithium, rubid ium, and cesium are generally mentioned in textbooks or technical papers as those that may produce violent metal-water reactions. In the potassium-water reaction the evolved hydrogen is usually quickly ignited by the heat of the reaction; similar reactions can be expected with rubidium. With the others, considerable heat is produced, but ignition of the evolved hydrogen may not occur as readily. A number of recent fires and explosions in producing, processing, and handling mag nesium, titanium, zirconium, thorium, and other metals have beat attributed to metalwater reactions. In some instances where finely divided metals or metal powders have been immersed or wet with water, pyro phoric heating, ignitions, and explosions have occurred with apparently no initial preheating and no external source of heat bring present The damage from these ex- 27 1957 National Safety Congress plosions differed from what is normally ex* pccted in a steam explosion. These facts have led to the initiation of several research projects designed to obtain more informa tion on metal-water reactions. No conclusive data, are available from the research to determine the different fac tors that may affect such metal-water reac tions, but Russian investigators, have re ported some water-metal reactions in which the energy released approached that of high explosives. Their paper, published in the April 1946 issue of the USSR Journal of Applied Chemistry, discusses the possible use of aluminum or magnesium powder with water or certain organic solvents as explo sives. The hazards that exist in metal-melting plants are usually associated with moltenmetal spills, and the possibility of an ex plosion if the hot metal comes in contact with water. Such explosions are attributed to the formation of steam in pockets within or underneath the metal. ALUMINUM EXPLOSION TESTS In the May 1957 issue of Metal Progress. George Long; of the Physical Chemistry Division of Alcoa Research Laboratories, reports the results of 90 tests made for information on explosions of molten alu minum in water. Various factors that might affect the explosions of molten metal in water were studied. The size of the opening through which the molten aluminum flowed into the water, the total amount of metal, and the distance the metal dropped before reaching the bottom of the water container had some effect on the explosions. A num ber of tests with molten magnesium under simitar conditions showed that the magnes ium-water explosions were analogous to the aluminum-water explosions except for per sistent fires caused by scattering burning magnesium. Several recent explosions in titanium plants have been attributed to contact of molten metal with water when an arc in the consum able-electrode melting furnace punctured the wall of the water-jacketed crucible. The evidence from investigating these explosions has indicated, however, the presence of some unusual forces and damage not ordinarily associated with steam explosions. Research on this phase of the problem is under way to obtain information on possible metalwater reactions, particularly during melting of pyrophoric metals. A review of some of the conditions under which fires msy occur in handling or proc essing pyrophoric metals shows that no single method of fire prevention or fire protection will be effective in all eater. Likewise, separate treatment is impossible of many individual hazards or combinations of hazardous conditions in handling metals that may ignite spontaneously. One funda mental rule seems to be that pyrophoric materials which, by themselves, are subject to spontaneous ignition is air should be stored and handled under some nonreactive liquid or gas. ALKALI METALS The alkali metals in the pyrophoric group nut, under certain conditions and with special care, be handled in air, but such handling is usually in laboratory processes where relatively small quantities are used and prolonged exposure from normal storage protection is not contemplated. Elsewhere special protection with liquid or gas is generally required. Sodium, which oxidizes rapidly in air and reacts violently with water, is usually stored under naphtha, kerosene, or some liquid without oxygen. This method of protecting against sodium ignition introduces a flammable-liquid fire hazard, and the addi tional hazard presents a serious problem because many fire-extinguishing mediums suitable for cal fires are hazardous if used on sodium. No water, foam, soda add, carbon tetrachloride, or carbon dioxide fire extinguishers should be permitted in areas where they may be inadvertently used on sodium fire*. Under such conditions fire protection is limited to graphite, soda ash, or other dry powders for smothering sodium fires and flammable liquid spill fires. Some times storage under inert gases such as nitrogen, helium, or argon will be quite satisfactory, and under such storage condi tions it is not necessary to provide flam mable-liquid extinguishing equipment. Potassium, which reacts violently with water and may ignite spontaneously in air, can be stored safely under inert-gas protec tion. Fire control is extremely difficult. Graphite, soda ash. and other dry powders Industrial Safety on be used on small fires. Ordinary types of extinguishers should be excluded from areas where they might be used on potas sium fires. Carbon dioxide may form an unstable or explosive compound if used on a potassium fire. Lithium is usually kept under an oxygenfree liquid such as kerosene and toluene but can be stored safely under inert gases such as helium and argon. Nitrogen, some times used to protect sodium or potassium, is not recommended for lithium. Graphite and some other smothering powders can be used to control lithium fires, but soda ash, recommended for sodium and potassium, should not be used. Other allali metals known to be pyro phoric are not widely used in industry at present, and fire protection involves mainly safe storage and handling to prevent small spontaneous Ignitions from spreading to surrounding combustibles. Molten lithium will attack glass, but most of the other alkali metals can be stored in glass or steel containers. Contaminated material, mixtures, and cer tain compounds of the alkali metals present some unusual fire and explosion hazards. Information on these different phases of the subject is extremely limited because often the experience reported has been one of a kind. For specific planned operations special fire-control methods have been de vised. Although powders and smothering- type extinguishers are generally used for fire control, a liquid-type extinguisher has recently given encouraging results in small tests. Trimethoxyboroxine ha* extinguished fires in some of the alkali metals, and work is progressing to develop suitable extin guishers to broaden the usage of this product. METAL POWDERS laboratory tests with more than 50 sam ples of finely divided metal powders, includ ing some alloys and compounds, have in dicated some of the conditions under which spontaneous ignition can occur and how small fires can be controlled. Particle size is a very important factor. This indicates that the major cause of pyrophoricity is the large amount of surface exposed for oxida tion. In an article. "Spontaneous Combus tion ot Metal Powders" in the February 1953 issue of Metal Progress, Bernard Kopelman and Vera B. Compton stale that zirconium powder having an average particle size of 3 microns is very pyrophoric, but similar powder of 12-micron size does not ignite at red heat In Report of Investigations 4S53 Dr. Hartmann, of the Federal Bureau of Mines, reports ignitions of uranium powder and the hydrides of uranium and thorium within a few minutes after exposure to air. Zir conium and uranium powder ignited im mediately upon dispersion in air as a cloud at room temperature. Many other metals, when reduced to very fine powder, become pyrophoric and Ignite within a short time after exposure in air. Apparently some powders can be ignited in carbon dioxide and in nitrogen. Dr. Kopelman reports igni tions of uranium powder under boiling water with generation of enough heat to melt the glass container. Evidently some degree of fire control can be obtained by limiting the relative amount of surface exposure, but even compara tively coarse powder (30-mesh) when dis persed tn air will ignite and explode if a source of ignition is present. Zirconium and titanium powders that received a light sur face coating of copper in the manufacturing process required more energy for ignition than untreated powders both when dispersed as a cloud and when placed as a layer on a heated surface. Small fires in metal powders can usualty be controlled by carefully spreading graph ite, dry sand, or certain other materials on and around the fire. Sometimes the fire can be surrounded 'with a ring of inert material and allowed to bum itself out. Extinguishing a metal-powder fire can be very dangerous because of a possible ex plosion if the burning powder is disturbed. These fires cannot be extinguished with water, carbon dioxide, foam, or carbon tetrachloride, and such extinguishing agents may stimulate the burning or cause an ex plosion when the extinguisher contents are discharged under pressure onto the, fire. Extinguishers, other than those recom mended for metal fires, should be excluded from areas where persons unfamiliar with the hazard might use them on burning metal powders. More specific recommendations for the control of different types of metalpowder fires are Incorporated in the Na- 29 1957 National Safety Congress tionai Fire Protection Association Code for the Prevention of Dust Explodau a the Uaaufsetiare of Alanmum Brocue Powder and the Code for Explosion and Fire Pro tection in Plants Producing or Handling Magnesium Powder or Dust. METAL SPONGE, CASTINGS, SCRAP Some of the unexplained metal fires re ported in recent years have been caused by spontaneous heating or combinations of met als and other materials having certain pyro phoric characteristics. The ignitions in outof-doors storage bins filled with rircooitm scrap and of zinc die castings. as well as the unusual moderns with uranium and thorium, reported by R. B. Smith and others, all indicate that spontaneous-beating hazards exist and that special precautions are necessary, not only to avoid ignition but to control fires. To avoid ignitions of tine or magnesium die castings left too long in solutions con taining chromic arid, the parts should be washed promptly upon removal from the solution. For zinc die castings a warm di lute solution of trisodium phosphate to teach or dissolve the chromate film is rec ommended. Magnesium (tie eastings can be washed in cold water as soon as they are removed from the solution and then coated with a mineral oiL To prevent explosions of molten alumi num or magnesium in water, George Long, who conducted the tests reported in Metal Progress made some unusual suggestions. Apparently the tests he reported indicated that such explosions can be avoided by greasing or painting the bottom of a metal container into which the molten metal is dropped. Coatings found to be effective were rustoleum. black asphaltum, and black mastic points. INERT GASES IEST Use of inert gases, such as helium and argon, is still the most effective way to pre vent ignition of zirconium and titanium dur ing production of processing at elevated temperatures. Arc welding can be per formed under inert-gas protection. Some success has been attained m ex tinguishing fires in titanhnn chips and turn ings with water sprays, but in other in stances reports indicate that the water only intensified the fire. Apparently unknown factors cause metal-water reactions under such conditions. A simitar lack of uniform ity has been noted in results obtained with different types of fire extinguisher*. Manufacturers and others who have been trying to develop both liquid and powdertype extinguishers effective on pyrophoric metal fires have encountered many *w<Wtig problems. For example, a manufacturer of dry-powder extinguishers found his product would readily extinguish fires is titanium sponge obtained from one source and oily titanium chips from another source but failed to extinguish fires is titanium chips produced at another plant. Encouraging results have bees obtained with trimcthoxyboroxinc on smalt fires ha solid combustible metals. If suitable meth ods of application are developed, it may be possible to use this compound effectively on larger fires. Satisfactory methods for the control of fires in heat-treating furnaces at magnesium processing plants have been developed. Boron trichloride gas was formerly recommended for this purpose, but recent tests show that boron trifluoride is more effective. The gas concentration required with the latter prod uct is only about ooe-tenth that required with boron trichloride. This method of fire control is described in National Fire Pro tection Association Pamphlet No. 48, Stand ards for the Storage, Handling, and Proc essing of Magnesium. Sludge disposal presents a serious problem wherever combustible metals are machined, ground, or polished and the dust produced in such operations is collected in liquid predpitatioo-type separators. To avoid possible reactions between magnesium dust, the cool ant used in machining, and the water or liquid in the collector, the sludge should be removed daily and burned or rendered chemically inactive and noncombustible by treating it with ferrous chloride. This method of disposal is described in the NFPA pamphlet or magnesium mentioned. Specific chemical treatments can probably be developed for other types of metal sludge. Research work on many of the other problems associated with the production and handling of pyrophoric or combustible met als is under way in many laboratories and 30 Industrial Safety experiment stations. The Bureau of Mines ts developing safe operating methods, and a National Fire Protection Association com mittee is preparing standards for fire and exptoBOU prevention in plants handling com- bustible metals. The results of the research work are encouraging; but spontaneous com bustion U not as simple as formerly sup posed and much remains to be learned about 31 INGENIOUS APPROACHES IN DEVELOPING MATERIALS HANDLING SAFETY OPERATOR SELECTION AND TRAINING by ROLAND W. RUDER group supervisor, materials bundling & packaging, engineering dept, E. i. du Pont de Nemours & co-, Ine^ Wilmington, OcL The purpose of this paper is to discuss du Pom's experience in operator selection and training as a means of reducing acci dents in materials handling and to point out how benefits in any industry can be achieved through a similar approach. The analysis oi injuries in tOO plants of the du Pont company for a five-year period shows the frequency rate and the total number of injuries on a downward tread. Nevertheless, die number occurring in mate rial* handling activities has been constant over this period. If we hope to continue the downward trend of overall frequency rate, we mu-t pe particular attention to reducing mater*.?!* handling accidents. What t* happening ut du Pent U alo taking place throughout indu*T> The National Safety Council figure* indicate materials handling accident* am ant jVr approximately 25 per cent of all in h:*trol accidents. A* eiruipment become* more complex, each accident may become more costly, as mea sured in term* of human suffering and dol lars paid in compensation. People don't argue ;nnsi *afety. They do, however, differ in *heir methods of achieving safety We believe that safety is founded on the fundamental concept that any job should t< done properly--the first time. To achieve thi, people must be made and kept sa/tyy .n*ciou. MENTAL CONDITIONING Safety consciousness is the mental condi tioning of people to respond in anticipation of an unsafe situation. It is not enough to nuke people aware of Harare!*: they must be taught ultimately to deal with them effectively themselves. The broad objectives **f any safety pro gram .*nn b summarized as follows: 1. Elimination or reduction of human suffering and personal tragedy 2. Increased productivity as a result of a safe environment and increased knowledge and skill 3. Reduction of direct and Indirect costs as measured by Ion men and ma chine time and the costs of care and compensation. A well planned training program is an in tegral part of the overall safety program and is a prime means of attaining these objectives. OPERATOR TRAINING PROGRAM In our company in every training pro gram, we endeavor to accomplish three things: First, we try to insult safety conscious ness in every operator. Second, safe procedures are developed for all jobs being analyzed in the training program. Third, alt trainee* are instructed in these safe procedures. We endavor to develop job know-how oo the basis of thoroughly planned procedures to that all personnel are mentally and physi cally equipped to deal with thdr day-to-day job routines plus any unforeseen and unsafe condition which may arise. A good operator training program will have the following characteristics: --Company management must be solidly behind the program and must be kept in formed of progress. The training proce dures will not be successful if managoneet does not give its support, nor will they be successful if management is not advised of the benefits accruing from them. Industrial Saftty --The development and execution of a full group participation, answering ques training program rests solidly upon the tions, and giving explanations. capabilities of the personnel responsible. Competent people must be given full au thority for carrying oat the training pro gram. They are provided with articles on train ing techniques, data sheets on specific equip ment on the plant, visual aids, and informed of recommended motion pictures and other Those responsible for developing the visual aids available from manufacturers, training program must also insure that governmental agencies, and libraries. trainees are selected. Selection doesn't in sure soccessftil training but it does make it INSTRUCTION MATERIAL possible. An "Instruction Manual" is furnished to --Adequate follow-up must be maintained each plant instructor to be used as the basic to insure that training procedures are fol reference in his training assignment The lowed on the job and that the training pro increased trend toward higher utilization of gram is revised as conditions warrant. mobile equipmait io du Pont plants pointed I The results of the training program must be periodically evaluated in order to deter mine its effectiveness out the need for soundly organized training techniques for operators of mobile materials handling equipment. Our materials handling consultants had PROGRAM METHODS been providing consulting assistance on vari Du Pont has used^ several methods for ous plants on specific operating problems setting up and conducting training programs. with mobile equipment. These problems, Some plants prefer the consultant method --a specialist in the field to be covered sets up the training program and actually carries coupled with the shock of several accidents, resulted in the development of a program of training for fork lift truck operators. out the instruction required. This method One accident resulted in an amputated 1 works best in the highly specialized anas, hand. Two employees were attempting to such as those of instrumentation and some couple an empty coal car to a string of phases of material* handling. parked empty cars with a motorized car The second method is the organization f * training group m the plant which would consist of an instructor or several instruc tors whose main responsibility is to conduct training programs. A third method is to have line super vision initiate and carry out the training. This method has two serious drawback- in that a technically competent person In ):n. supervision nay not be a good teacher * !, secondly, he may be so absorbed r :o- day supervisory activities that he t de vote sufficient time to the training ' - - oi. Obviously, combinations of these ;e mover. When the cars didn't couple on the first try, one employee backed the mobile equipment away and got out to help the other employee line up the couplings. While the two men were working on the couplings, the ear mover operator noticed that his motorized car mover was in morion. He ran bade to stop it bur, before he could reach it, the other employee's hand was caught on impact between the couplings of the coal cars. Investigation indicated that the hand brake was not fully engaged and the directional shift had been pushed beyond neutral into reverse. methods can be used which lend flexibility HUMAN FAILURE to that training can be readily adapted to In another accident a fatality resulted any local plant condition. For example, a when the operator of a fork lift truck at technique which has been highly successful tempted to straighten an adjacent pulp in our orgaoutarion is the method in which stock pile by standing on the bed -of his a consultant instructs local plant instructors truck and reaching between the upright in the jobs to be covered and they, in turn, tilting mast and the forward overhead guard conduct the training program for the plant bar. As he did so, he inadvertently engaged operators. the tilting lever, apparently with his leg, The local instructors are trained in the causing the mast to tilt toward him. His best methods of presentation, ease of de head was caught between the upper part of livery, keeping trainees* interest, gaming the mast and the bar. ?S 1957 National Safety Congress One result of these accidents was a broad We endeavor to avoid extremes in the study and concerted effort to improve fork physical characteristic* of height and weight lift truck operations. These operations were designated as a prime region of attack be cause of the rapidly increasing use of this type of equipment within the company. and we tend to select indhridnal* who art fairly agile. In the complex assessment of the candi date's motivation we try to determine A training program * was developed by whether the trainee has a definite interest materials handling consultants in the engi neering department based on their own ex perience in various industrial plants and in operating mechanical equipment. We look for people who possess enthusiasm for learning and who sincerely desire a job as upon the company-wide experience which was available to then. Having developed this training program, it was then necessary to establish certain criteria for the selec a fork fife trade operator. To assess the trainee's maturity, we consider whether be takes his work serkmsly, accepts responsi bility, follow* prescribed procedures, tion of operators. SELECTING OPERATORS Certain basic criteria are applicable to iny job and these were also applied to the fork lift truck operator training program. his own decisions and works welt under pressure. We also require these same character istics in the general managers of our indus trial departments. However, facetiousoess aside, many of those characteristics can be The candidate must have an aptitude for the position. This can be determined through both written and performance tests. The candidate's background must be one which is amenable to the new position. His peruopd record will reveal this amenability by an examination of his education, expe determined from a candidate's occupational background and from his personnel records. Also, through of the candi date's background, we gauge his intelli gence, his ability to barn instructions, and to recognize potential safety hazards. We also require the ability to read and rience, and job preference. comprehend and to write and record data tn A trainee's ambition and safety attitude are difficult to determine, particularly if the employee is new. However, if be is an employee who has bad some prior service in the company, his personnel records and his previous supervisors can usually give unitanee in assessing these a log book. Once the operator has been selected, be then goes through a program of classroom instruction coopted with operating practice on the equipment TRAIN AWAy FROM JOB AREA In our company, certain specific physical criteria have been established for the selec tion of operators of fork lift trucks namely, 1. high degree of coordination, 2. good vi sion, 3. good health. 4. age, 5. bearing and 6. height and weight. We are firmly convinced that this prac tice must be away from job responsibilities and hazards. Training are im proved when away from the operating area because a classroom or obstacle course fa cilitates gaining the trainee's mdividual at Most of these are self-explanatory. How ever, the age factor requires special consid eration. We prefer an operator who has reached a certain degree of maturity, which usually means in the late twenties and on tendee. Practice can be gamed without in terfering in regular plant operations. An opportunity is provided for complete discusou of the topic while ideas are still fresh in the trainee's mind. up. In actual practice this is a difficult ob stacle to overcome. Many fork lift truck positions are low paying and are merely stepping stones to some higher position in the work force. Therefore, many times we must hire younger men for these jobs. This gives us the same problem as the insurance companies; the young cowboys tend to Work is the classroom and on the ob stacle course provides an easy means of noting shortcomings which can be corrected before real damage is dooe in the plant Lastly, throughout the training; records are kept to screen out imsmtable operator* whose deficiencies may not have been ap parent in the initial selection. This secon penalise our safety records. dary screening and evaluation would be 34 Industrial Safety ' more difficult if training were done on the kept as a handy pocket reference oa rec job. ommended operating procedures. The subjects covered in the classroom The results of a training program should instructions are: description of a fork lift be evaluated. Since training deals with hu truck or trucks to which the trainee will be man beings, some persoas may {eel that a ifdg"*** and a description and practical training program must be accepted oa faith application of fundamental operations per or because of someone's statement concern formed by a fork lift truck; also, a descrip ing the presumed value of the program. tion of the types of loads the trainee will be expected to handle oa the job. Both the generalized safety rules for operation of lift tracks and specific rules applicable to the specific job are instilled in the trainee throughout bis training. The operator is instructed in the reasons for careful operation of his equipment to keep it tn a safe operating condition and to reduce maintenance costs. He is shown how to carry out simple preventive mainte nance procedures using a check list estab lished specifically for tbe equipment under his control. Periods of study are devoted to the vari ous track attachments with which be may have to deal, soch as the "Pul-Pac" attach ment, barrel grabs, and the like. He is then given further instruction m the more ad EVALUATING RESULTS We feel that whatever tbe subject matter, some measurements of effectiveness can be devised and the intelligent application of phychotogical measurement make* it pos sible to evaluate training objectively. la tha Fork Lift Operator Training pro gram we are keeping records of; 1. The production tuna required for tbe job and the number of operatora meeting tbe standard 2. Product damage and the use of consumable supplies 3 The number of accidents A Ahsmterism 5. Labor turnover Tests have be developed to measure tech nical skill and knowledge of company policy. vanced operations which will be required This program is still too new to permit a of him. significant summary of which can PRACTICAL LEARNING be attributed directly to the program. How ever, results at the plants where this pro All lessons teamed to the classroom are gram has been instituted have shown marked (put into practice at special sessions held in increase in manpower utilization, reduction the plant using his assigned equipment. The of product damage, vastly unproved house interiors of railroad cars and highway keeping; and safer operations. As the pro tracks are emulated by standing pallets oa gram increases is scope throughout the end and having the trainee maneuver his company, we expect- to present statistical equipment within these areas while handling data to show tbe benefits accrued. typical loads. Fatally, the trainee undergoes both writ We believe that a concerted attack must be made oa the of I ten and actual performance tests to deter mine the extent of his knowledge both theo retical and practical. At the conclusion of accident* to achieve significant reduction is overall accident frequency. We also believe that this attack can best be made through training, each trade operator is furnished the application of a well-thought-out oper with as "Operator's Guide" which can be ator selection and training program A 35 ENGINEERING SAFETY INTO A MATERIAL HANDLING SYSTEM by K1TSOM H. GRAVES technical assistant to vice president A general manager, U. S. Metals Refining coip., Carteret, N. J. Whoever heard of doing such an ad vanced thins as engineering safety into anything except last year's automobile? And that turned out to be a Sop. People keep right on buying automobiles without safety rims, safety belts or foam rubber dashes. If the masses won't go for safety in as automobile do you expect them to act any different in an industrial plant? I wondered why our plant made sub stantial gains during the last few years in frequency and severity. U wasn't just be cause the foreman told Joe to put oo his goggles or safety shoes or don't fall ever that or don't do this and don't do that. The foreman has been doing that many years with little if any gam because supervision can't be everywhere at once. It was due primarily to having a real safety program during the past three years which forced us to engineer safety into all operations. We arc smelters and refiners of most nonferrous metals. This is a dangerous business in general and more so in our plant because ive are the largest single consumer of oonferrous scrap material. Every truck and railroad car received contains a new addi tional hazard. We could operate above the national average in accident frequency and severity and excuse our record by saying, "but we handle scrap." However, we now are operating equal to or below the national average for our business. PROBLEM AND SOLUTION It isn't possible to confine this subject to engineering safety into a material handling system. Our overall method is complicated, but in general we have done two main things: 1. We have made operating department heads and their supervisors respon sible for safe practices and, 2 We have made these same people .16 also responsible for safe engineering design. Wc will omit all discussion of safety posters, protection equipment, on the job safety meetings, prizes and booby prizes for best and poorest deportments, safety awards and hottsdnepi&c. AO are part of oar over all plan bat are only incremental tools to help the plan along. W are in business for one reason, which is to make money or a profit. Besides alt the heartaches, sorrow* and human relations associated with as injury, most companies must weight the cost of a safety program against the settlement eosts of injuries. An entire profit could be spent on a safety pro gram without the desired results. We believe that cutting the cost of safety is Just as important as cutting the cost of any other operation if you obtain an improved product The quickest way to cut safety costs is to reduce injuries. The two things we have done are probably only used by five per cent of industry. How do we make supervision responsible for safe practices and also safe design? You proba bly will say. "We've tried that and you can't make it work." It is working at our company and accomplishing results we thought impossible a few years ago. We get safe practices from supervisory appraisal. And it is this supervisory ap praisal which forces supervision to insist oe safe design. How can a supervisory appraisal program accomplish this? We tried many rating and appraisal schemes, none of which were worth white. Perhaps what we are now doing would more correctly be called budget ing-- budgeting safety. The final resume of all of the various increments contains the following subjects and the magnitude of each subject: Industrial Safely Safety......................................................... 2496 Production ............................................... 24% Cost .............. 24% Quality..................................................... 8% Labor Relations ..................................... 4% Housekeeping......................................... 4% Operation 8c Process Improvement.. 4% Maintenance Practices........................ 4% Administration.......... .................. 4% 100% DESIGNED BY SUPERVISORS. ENGINEERS These are the total items which make up the departmental management executives appraisal. It took four years to educate and sell it to those affected. It was not made up just by an expert but was actually designed by the department supervision and the in dustrial engineering department working together over a long period of time. The standards, objectives, budgets or whatever one wishes to call them were set up by the people affected. When you set your own objective or goal you don't mind being appraised os the degree of accomplish ment. It would be difficult to accomplish this in a plant which doesn't have accurate cost and product!os standards. We have done the unheard of thing by malting safety 24 per cent of the total re sponsibility of supervision. This 24 per cent iton consists of the following items and their magnitude: Frequency Severity Compensation eosts Reports Safety Practices 6% 6% 3% 3% 6% Frequency and severity are jtandard items. Compensation costs are figured in terms of cents per mas hour ou the departmental work force. Reports are those things we alt have had trouble getting in the past such as accident reports. Safety practices include many things such as hazards, inspection of equipment, safe working habits, oo the job safety meetings and a general continued educational em phasis on the safety program. From the inception of the program we emphasized that eventually this overall ap praisal of supervision will become the basis for part of a supervisor's pay or a bonus plan. It has also been stressed that eventu ally it might even mean a man's job if he continually showed that he was way out of lint Starting January 1957 we have paid a quarterly bonus to the top departmental ex ecutives strictly on a trial basis. Of course, there weren't any kicks from those receiving quite an amount and surprisingly, the kicks from those receiving a minor amount were very mild. Actually they are beginning to ask for help on how they can ruse their appraisal. t had to discuss our appraisal program and the magnitude of safety because that is the only reason we are able to get safety engineering into a material handling setup. DEFINITION OF MATERIAL HANDLING "Material handling" in our plant is any work which doesn't physically or chemically change the materia] or add to its value. By this definition, more than half the labor in most departmmts is handling material. We also continually change methods and proc esses to meet competition. This involves a great deal of engineering and expenditures of targe sums of money. All money must be obtained by the age old method of authorization requests. These authorisation requests give us the opportu nity to make departmental supervision re sponsible for producing a safe operation. It works as follows: t. All during the engineering stage there is a free Bow of information and ideas be tween the department involved and the engi neering department. . 2. When the idea is written up in Au thorization Request Form and all prints are complete it is passed and signed by the chief design engineer. 3. The chief plant engineer then inspects, passes and signs it. . 4. The chief mechanical and construction engineer also signs it to prevent any future alibis in planning or other impossible situa tions from developing. 5. The industrial relations head signs it which should prevent any union trouble in the future. 37 1957 National Safety Congress 6. Finally the authorization request must be signed by the department head. It is our rule that a department head's signature on an authorisation request is his guarantee that it will function and produce. This is the toughest test for any authorisation re* quest to pass. It may take days or even weeks. It must be understood by aU super* vision and their agreement obtained orally that it will work. Often even hourly {aid operators are called in and the whole thing explained to them. If hourly people are in agreement with something new they will make it work. It is the obtaining of the departmoit head's signature which produces safety in design because an unsafe design can mean 24 per cent of his bonus. After a few years of this type of manuevering it works back to the engineering department people who liave been educated to design safely by the department heads. RESULTS OF PROGRAM Either we have been increasingly lucky or our program is working. We like to think that the fallowing results of the entire plant are due to the safety program. Frequency Severity 195* 1955 17.70 7.24 51.10 37,61 1st Half 1956 1957 7.88 8.66 723 275 We also like to think that the recent mild increase in frequency is due partly to New Jersey's constantly broadening scope of com* pensation payments. Our experience during the past four years on our three major methods of material handling has been: 1. Standard gage railroad--one man claimed to have gotten a hernia from throw ing a switch but this was not proven. 2. Mobile Equipment--one fork truck operator stepped in a manhole. 3. Narrow gage railroad--this thing has been a source of many injuries for half a century. It mashes people's hands and runs over their feet It always seemed little could be done except tell people to keep their hands out of the couplers and their feet off the track. This hasn't happened in over a year. We believe otir program is working. Re cently I heard our chief design engineer ask. "Is it safe?" Have you ever heard that 38 low VOLTAGE--ACTION AND EffECT PHYSICAL ASPECTS OF LOW VOLTAGE ELECTRIC SHOCK by W. *. KOUWENHOVEN Professor Emeritus, School of Engineering, The John Hopkins University, Baltimore, Mri. Low voltages range from 120 to 600 volts. The terra "voltage," applied to electric shocks, is perhaps erroneous because the current flows through the victim to produce the physical effect. We speak, however, of low, medium and high voltage shocks, be cause in our constant potential system the circuit voltage is usually the only parameter known. When you close an electric circuit through your body, current will enter at the point of contact with the live line and will leave at the point of contact with the other side of the arcuit. The fundamental law of electric circuits--current flows to a point flows away from that point--is obeyed. The effects pro-duced by the passage of this current may be harmless, serious, or fatal, depending upon: 1. The points of contact. 2. The value of the current. 3. The duration of the shock. POINTS OF CONTACT If contacts are made between two points a the same leg or arm then no vital organs are in the current path and there are no in juries except possible bums. In the majority of electric shock cases the current path is from hand to feet, with two vital organs, the heart and lungs, in this pads. CURRENT The current that flows through the human body obeys Ohms Law, where is the volt age and R the total resistance or impedance of the circuit. The resistance of the human body Is divided into two parts, of the skm at contacts and of the body tissues. The Impedance of the external circuit Is usually small and may be neglected. Most body resistance resides in the outer layer of the skin, the epidermis. The epi dermis is thin, but it is horny and contains neither blood capillaries nor nerve endings. Its electric resistance is lowest on the palms of the hands, the soles of the feet, the axillae, the groin and the face. Its resistance over the body surface is not uniform, for example, in crossing the midline of a Anger from the palm side to the back of the hand there is a targe and abrupt increase. Although dry skin has a high resistance per unit area, it can transmit fairly large currents when the contact area is large. If the skin is damp trom perspiration or wash ing, its resistance is reduced to a small frac tion of its dry value. Wet conditions make 120-volt shocks very dangerous. Cuts, abra sions and blisters largely annihilate the pro tection offered by our skin. If the skin is removed and contact made directly with the raw flesh, then the body resistance from band to feet is of the order of 300 ohms. The same value of resistance has been measured on adults in electrocar diography where excellent contact is made using Urge electrodes attached to the wrists and ankles. When an clcctnc current enters the human body u flows in a more or less fusiform pattern since muscles, lungs, heart, liver and kidneys have oearly identical specific resist ance; approximately 100 ohms. Bone has a specific resistance of some 900 ohms, and human fat of 3.000 to 15,000 ohms.' With good contacts of normal area the adult resistance, hand to feet, may be as low as 500 ohms, although with average con tacts a resistance of 1.000 ohms is probably a more realistic value: With poor contacts the body resistance may reach values of 5,000 to 10.000 ohms. 30 1957 National Safety Congrest DURATION The duration of the current flow U im portant in determining the resulting effect. If the current flows for a second or longer, its duration covers an entire heart cycle, as our hearts beat about 70 times per minute; The resulting effect is nt influenced by the heart cycle. As the duration of the shock decreases to a fraction of a second, its loca tion in the heart cycle influences the result. There may exist a shock so brief to have no effect except sensation. If tedi a shock exists we have act itami a. Is ewr srwdacs we have osed shocks ranging iff wo microseconds to five toxndt m tiwrmua, The portiew of the fcesn cycle aw ve nerable to A.C. shucks 1 M i tmmd covers approximately 1 10 of sw powurf a heart beat. As the length rf Km increases there u a creawe Uimwi 4m shock occurring dar*g tku nuMroLs iw riod. , These three factors, the {**> * We vimrent, the rahje of the eanw. *d w> 4*e*.- tioo and position the lawn exit. #ww mine the physical eflee: at tm Iniis *uck. We will assume the current ihmMn mercial frequency, and k* hrr net dhr body from hand to toot Lew voltage* ef 120 to 600 volts may send an elnctrtc current through the uoita ringing iruen sail tracuoa to nearly two mpms PHysiCAL effscts of shock The most gfmaen effects produced by electric shock current in this range are: Effect Sensation Sharp Pain Let Go Lose Consciousness Ventricular Fibrillation Current yalue ! milliampere 4-3 milliampere 9-22 milliampere 30-50 milliampere 0.1 to 2 or 3 amperes Low voltage shocks seldom paralyze res piration, or cause serious bums. Paralysis of respiration generally occurs in shock cases where the current through the body Is four or more amperes. An electric bum de pends upon the resistance of the skin contact. 40 the current density per unit area of contact, and the length of time the current flows. Low voltage shocks only produce severe bums when the current flows for a consid erable time. Currents producing sensation, pain, and below the "let go" value are not in them selves harmful. Dalziel has defined a "let go" current as a current one can release vol untarily without injury. If the shock currei reaches a value that results in a severe toBocnUr cootractjon that the individual eanacc rrlrML his bold on the circuit, then the Wasson is dpoitc Blisters win form, the afcm pauMCtkei lost, and the current may to valac* fwritfflg at death. OeWMOMaQy ex electric shock case is reHfwd w wfasdx as mdividial loses coctsdwmm er tames without other the stoppage *t fit* TtsptratioB or the cessation of his pwiif Tkw phenomena is believed to be khe MtrgKal shock. dWTKlCULAlt D(FIBRILLATION Cw 'uu of 0.1 ampere no 2 or 3 am peres. llnewf for one second will upset the I'hyrhw of the heart and throw it into a twwduag sesse known as ventricular fibriila- tie*. A.C. currents of J 2 amperes, flowing for 1/120 Mid 1/60 of a second during the tileuililt period of the heart, may also resuh ta fibrillation. In fibrillation the pulse disappears and the circulation ceases. The victim will gasp for breath for about a minute; or until anoxia causes the respiration to cease. The human heart rarely recovers spontaneously aod death occurs in a few minutes. grtificial respiration should be ap plied promptly to save the victim. However, no known method of artificial respiration provides sufficient heart massage to maintain the circulation. For this reason the percent age of successful resuscitation of victims of low voltage shocks is so small Drugs are of little or no help in arresting fibrillation: The only reliable method is to send sufficient electric current through the heart to rest the twitching fibres and con tract that organ in systole. If done promptly, the heart will usually resume normal beating. Ventricular fibrillation also occurs in hos pitals where the usual practice is to open the chest, expose the heart and massage it to 3 3 1 industrial Saftty maintain the circulation while the defibnllating equipment is brought to the site of the emergency. When all is ready electrodes are placed directly on the opposite sides of the heart and a 60-<>xIe current of lo amperes at 135 volts is sent through the heart for about one-qtaner of a secood. This wiU usually arrest the fibriflanoa and normal beating wiU follow. The open chest method of de&riHarictt is not a field method, and eves in t* hospital unless the chest i* already open is Involves a second and a exaror owntm SIMPLE DEFtttJLLAriON Off HfiAflT We have 3mkw4 air and kstIc method which avoid* opeuoag the chew and. tt applied w.iftjQ kv* th*a tw-. (amuse* alter the onset oi vecrtru'ujw sbruiat**. the chances of savmg i lut e wnUot. Is applying this method one electrode is placed on the sternal notch and the other on the floating nbs at the apex of the heart. When the electrodes are m position, the operator closes a switch sending five amperes at 440 volts through the victim's chest for onefourth of a second. At the Hopkins Hospital the defibrillators have bees used 11 times on human beings whose hearts have been in ventricular fibrillation for periods ranging from one to one and a half minutes. In every case the fibrillation was arrested and the heart resumed normal beatings. Closed chesc defibrillation has also been used at other hospitals. We arc enwymumy our study of the prob lem with two principal objectives: one to find a method to drive electrically a heart enfeebled by anoxia, and two, to develop a simple equipment for field use.^. 41 MECHANICAL ENGINEERING AND SAFETY FACTORS IN EXHAUST VENTILATION SYSTEM DESIGN .FOR THE SAFETY ENGINEER by K. M. MORSE chief industrial hygiene engineer, U. S. Steel corpH Pittsburgh, Pa. The increasing importance of air con tamination to health and in nuisance prob lems has brought into greater prominence the need for an appreciation of the princi ples of good industrial ventilation design, as applied to contaminant control. While this has resulted, today, in a higher standard of industrial ventilation, the cost of good plant ventilation has continuously increased as equipment, labor and maintenance costs have increased. Therefore, the need for good engineering design to meet hygienic design objectives economically* is paramount. The National Safety Council, both in its "Accident Prevoitice Manual for Industrial Operations" and in "Data Sheet D-428," has stated that industrial ventilation for con taminant and comfort control is a responsi bility of the industrial hygiene profession and gives recognition to the fact that cooramiriant-control ventilation has been prin cipally developed by this profession. How ever, I believe that since the industrial hygiene engineer and the safety engineer have parallel objectives, the paths, through which we axe endeavoring to reach our ob jectives. should be linked by a bridge of co-operation. PURPOSE OF CONTAMINANT VENTILATION Therefore, the safety engineer should se cure some knowledge, or at least an aware ness, of the general principles of contami nant-control ventilation. just as 1 believe it is necessary* -for industrial hygiene engi neers to have some awareness and Informa tion on industrial safety*. My reason for this has always been that both our professions comprise a realtivcly small group to meet the challenge before us, and that working together in an atmosphere of cooperation, where each recognizes the area where the other can best perform, but extends his co operation to him. should result in benefits to our respective programs. The ventilation which I will discuss per tains principally to contaminant-control ven tilation, as represented by* local exhaust ventilation systems. Other types of ventila tion system are important, but time will preclude discussion of them. The basic pur pose of eontaminent ventilation is the main tenance of health and comfort. The cri terion utilized to determine the effectis'eness of such systems is whether or not the at mospheric concentrations of the various con taminants have been reduced to below unheaJthful or otherwise hazardous limits. This has been a major activity of the in dustrial hygiene engineer for many* years, and in this work, the engineering standards for contaminant-control ventilation systems were developed. However, in practice, the actual engineering design is conducted by plant engineers, based upon the engineering standards; as for example, the type of hood design, control and transport velocities, and collector efficiency, which are provided by the industrial hygiene engineer. It is in the absence of the industrial hy giene engineer that the safety engineer should become allied with cooxanucant-control-vemilation problems to some degree. Good contaminant-control ventilation, there fore. results from integrating the efforts of the plant and industrial hygiene engineers, supplemented by the efforts of the safety engineer. I shall concentrate on the design princi ples in contaminant-control ventilation and give practical design standards. Jo the event that there are those who desire a more complete practical knowledge of contami nant-control ventilation, there are, today, several excellent industrial hygiene and ven tilation texts on this subject. As a practical guide, and one which is extremely low priced, may I recommend the "Industrial Ventilation Manual," of the 42 I Industrial Softly Committee on Industrial Ventilation, of the American Conference of Governmental In dustrial Hygienists. This has made an ex cellent addition to the library of the indus trial hygiene engineer, would make an equal contribution to your plant engineering li brary, and to your own. PRINCIPLES OF CONTAINED AIR FLOW Certain basic principles are involved in ventilation design as in any phase of engi neering design. The thoroughness with which these principles are understood, when integrated with practical experience, deter mines design skill, and awareness of these principles is required by all who may have a part in the establishment of good uidustnal-venttlation practices. Knowledge of fundamentals is basic to any understanding. These fundamentals involve the movement of air through ducts and the pressures, ve locities and power considerations which are developed. Pressures Air flows between two points in a ven tilation system because of a difference m pressure between these points. This differ ence may be induced by a fan; from a dif ference in air density, as in the of the' draft in a furnace resalting from a gravity stack; or from the wind effect on roof ven tilators. In contaminant-control ventilation, as applied to industrial hygiene problems, generally only the first of these methods is of prime consideration. The motion of air develops a pressure termed "velocity pressure" (VP). The ve locity of air in a duct is calculated from this pressure from the following relationship: Velocity (V) = 4003 V VPT. ..........(1) where V " velocity, fpen VP =* velocity pressure, in. of water Equation (1) applies for air at standard density of 0.075 pet. Velocity pressure is always exerted in the direction of flow and is always positive in value. Air confined within a duet, whether or not in motion, also creates a pressure, termed "static pressure" (SP). This pressure Is generally measured at right angles to the walls of the duct and is independent of the velocity of air. In an exhaust system, this pressure is negative when measured on the suction side of the fan and positive on the blowing side of the fan. "Total pressure" (TP) is the algebraic sum of the velocity and static pressures which is expressed as follows TP =* SP + VP ..................................... <2> These pressures are expressed in inches water gage. Thfr^ractical significance of these pres sures is that their values must be determined to evaluate the characteristics and perform ance of a ventilation system, or in selecting a dust collector, fan or motor. These pres sures vary from one end of the system to the other, dependent upon the desired duct velocities and the resistance that the air encounters as it flows through the system. AIR ROW Our knowledge of air Sow in front of exhaust openings has been largely due to fundamental research. Most prominent in this work has been the efforts of Dallavalle. Silverman, and Hatch. The velocity of air passing through the hood fact is termed "face velocity" while that required at the point of contaminant generation, at a specific distance in front of the hood, is termed "capture or control velocity." The velocity of air within a duct necessary to transport the contaminant through the system is termed "transport or conveying velocity." Table* l and 2 at the end of this paper indicate recommended con trol and transport velocities used in good engineering design. More detailed information, when required on spedfie operations and materials, may be secured from any text on exhaust-ventila tion design. This information should be provided to your design engineers and utilized in the engineering specifications for ventilation systems. The volume of air passing through the face of a hood or in a duct, is expressed by the following formula Q=* AV ............................................... ...<3> where Q 35 air volume cfm A * area of duct, or of hood opening, sq. ft V average hood face velocity, fpra , 43 3957 National Safely Congress The design engineer must not overlook the fact that exhaust-volume requirements as well as resistance charts are based upon air at 63 F and a barometric pressure of 29.92 in. mercury. When temperatures ex ceed J00 F or elevations exceed 1,500 ft, corrections are necessary. Estimation of air flow at any distance in front of circular exhaust openings is ex pressed as follows: lOx'+A Q = cu. ft. of air through hood per minute x distance outward along axis, it A area of hood opening, sq. ft While this formula is for circular openings, it applies to rectangular hoods when the mdih-to-length ratio is greater than 0.1. The velocity at distances in front of freely suspended exhaust slots can be esti mated by the following expression when the ratio of hood width to length is equal or less than 0.1. V*--5- ................................... (5) 37 x L where V ~ velocity, (pm Q -- cu. ft. of air flow through hood per minute s = distance from slot, ft L -- length of slot, ft. Equations (4) and (5) have practical ap plication in determining the required volume of air through a hood, after the control ve locity at the point of contaminant genera tion has been determined. These expressions for estimating veloci ties in front of exhaust hoods indicate that the capture velocity depends chiefly upon the volume of air flowing through the hood (Q). and not upon the velocity across the hood face.--One who is iaexperioieed over looks this vital understanding o! air flow. There have been too many example* of this misunderstanding by reducing hood area to increase the velocity. Suction has very little ability to "reach out" and pull air contaminants toward it The velocity at one diameter away, .drops to 10 per cent of the face velocity, whereas, air cart be blown for an appreciable distance before losing considerable velocity. 44 Air flows toward an exhaust opening from ail directions. An appreciable amount of this air is drawn from behind the edge of the opening (edge effect). Such air has no value in capturing the contaminant. The use of flanges can reduce air requirements by as much as 25 per cent by drawing air only from in front of the hood. Fiance width need not exceed six inches and, m general, is equal to the hood diameter Flanging alters the expressions for estimat ing capture velocities in front of hoods and slots, as shown in Equations (4) and (5). by a factor of 075 In the denominator- POWER It is necessary to maintain a pressure dif ferential between the inlet and outlet of a ventilation system to create and maintain a flow of air through the system. This is generally done in a local exhaust system by ihe use of a Can and motor. The power requirement for developing the necessary pressure differential across the system is de termined from the following expression; CFM x TP 8HP=>........................ 6356 x EH where ............................. (6) BHP = brake horsepower required for a given exhaust system TP = total pressure of system, in. of water CFM " cubic feet of air per minute oi system Eff " mechanical efficiency of fan (for most centrifugal fans, this value is from 0j0--Q.6S), Equation (6) provides a means for esti mating probable exhaust volumes or esti mating the capacity (CFM) of the system for a given motor size. PRACTICAL DESIGN FACTORS A contaminant-control system is generally considered to be of local exhaust-ventilation type. Such a system consists of the follow ing essential parts: Hood, duets, collector and fan. HOOD The function of the hood is to create a flow of air past the source of contamination and into the hood, sufficient to remove the major quantity of the contaminant The shape of the hood, its site, location and air Industrial Safety volume are ihe important design factors. Principle design factors arc as follows: f. Enclose the source of contamination as much as practical. X Do not endeavor to collect large dust rarucles. only those which are of hygienic -ptincance, (under live microns* in diam- 5. Locate the hood as dose as possible to the source of contamination. 4. U*e flanges in order to draw air only f-rm in front of the hood. 5, t'*e downdraft or side draft hoods so as tu'.r to draw contaminants past the oper* a;of's face. o. manifold*, multiple take-offs or ocher measures to create uniform air move ment through die face of large or long 7. Eliminate cross air currents through the effective zone of the exhaust hood by the use oi baffles, shields, or by relocating unit heaters, space fans or other air mover*. 8- Position the hood to utilize air move ment from hot presses and to utilize the normal contaminant travel (trajectory). 9 Use tapered cotswctiens between hood and duet ro reduce the rapid contraction of the air *trcam and the corresponding onry loss. JOt Hemember that the required control velocity at the source of contamination and the transport velocity in the duct are de pendent on mass air movement (volume) rather than hood-face vetoary. Many suggested hood size* are available for various industrial operations from the ventilation manual mentioned early in this paper, as well as from other texts. An ex cellent sou' of information for guiding ventilation design for open surface tanks is available from the American Standards Aabcoaiion. DUCT DESIGN Duct design is based upon sizing the duct for the required conveying velocity after establishing the required air flow through each hood, and the development of minimum pressure losses due to friction, elbows, tran sitions and branch entrances into the main. Two methods of design are utilized to in sure a balanced system in which each hood is drawing the required sir volume. These methods are the static pressure and blastgate procedures. The design technique is a responsibility of plant engineering. Guides for adequate design are the following; 1. Elbows should have a radius of from two to two and one-half times the pipe diameter. 2. Ducts should be sized for the selected conveying velocity or higher. J. Branches should enter at gradual ex pansions. (transition) and at an angle of 30-45 deg. 4. Branches should not enter directly op posite each other. 5. Changes in duct size should be grad ual; a one-inch change in diameter to every five inches in length. 6 The system should be "balanced," i.e* the hood nearest the tan should not be rob bing air from hoods farther away. AIR CLEANER Air cleaners are necessary in most ex haust > stems handling dust and fume. The need tor this provision is based upon good engineering standards and the complications which may arise from discharging heavily connnuiaml air into the outside air. .Air cleaners remove contaminants from the *:r, A wide variety of devices is com mercially available, but they may be classed into two types; namely, air Alters and dust collector*. .Air titters are for removing light concentratica of relatively large-size dust particles rVond a* heating, ventilating or air-eonditMxufig systems. They are not de signed :`-T local exhaust-ventilation systems where the dust concentration (loading) say be 100-20.000 times that for which air filters have been designed. Collectors, on the ocher hand, may have varying dficienoe* from the low-efficiency large-diameter cyclooe to the high-efficiency fabric and electrostatic type. Table 3 at the end of this paper is a tabulation of characteristics of corrtmtinly used commercial collector* from the work of First and Silverman. Kane also has pre sented important information on the opera tion. application and effectiveness of dustcollection equipment. Table 3 does not include all types of commercial collector* and the data should be considered liberally, for 45 1957 Motional Safety Congress instances in which equipment may perform better or poorer than indicated are not rare. The selection of an air cleaner will rarely be a responsibility of the safety engineer, but there are factors in selection, such as fire hatard, in svhtch he is interested. In selecting an air cleaner, efficiency alone should not be the sole criterion. Perform ance, as represented by all factors in Table 2, in addition to other factors, such as maintenance, water consumption, and so on, must be considered. Selection also should be based on an evaluation of the following important considerations: 1, Dust loading and particle size of the contaminant. 2, Collection efficiency required. 3, Temperature, moisture content, and chemical composition of air or gas stream. 4, Characteristics of contaminant such ns corrosiveness, sticking and packing quality, specific gravity and shape. 5, Combustible and explosive character, istics of collected material. 6, Disposal or salvage requirements. Efficiency ratings of manufacturers are "weight efficiencies.'* Such efficiencies are determined from a ratio of the weight of collected dust to the dust in the air enter ing the collector, on a per unit volume basis. The efficiency, however, n which we are primarily interested is a "concentra tion efficiency"; namely, one minus the ratio of the dust concentration in the discharged air to tiie dust concentration in die alter ing air. RECIRCULATING AIR Controversy has developed on the ques tion of recirculating air from air cleaners. While this may be desirable from a heatconservation point of new, most state regu latory agencies prevent recirculation. There fore; in view of this fact, the present stage of air-cleaner maintenance, and inability to be assured of foolproof operation, recir culation should not be practiced in exhaustventilation-system design, except under a few special conditions involving nuisance dusts. Each application involving recirculation should be most carefully considered before it is applied. Several factors must be con sidered, among which are the following: Concentration of contaminant in discharged air, maintenance schedule and provision for outdoor discharge in nonheating seasons, A word should be said on the application of unit dust collectors. There are many lim itations of this type of collector winch have been overlooked very often. These low-cost collectors were intended to meet space limi tations where recirculation may he practiced. They were developed for light dust loading from intermittent operations evolving nui sance dusts, such as from tool-room grind ers. They are not intended for continuous dust-producing operations releasing moderate or heavy loadings of small dust particles. Since they have limited dust-storage capac ity, short-maintenance periods are necessary. In general, when a number of unit collec tors are present in an area, their use in preference to a central exhaust system is questionable. MAKE-UP AIR Air must be replaced in any building from which air is exhausted, regardless of the method by which the air is removed. If ilus is not provided in the winter months, a building becomes air-bound. Cold air leaks through cracks, the effectiveness of exhaust systems is reduced and reverse air flow develops in stacks, ventilators and pro peller exhaust fans. The faa and motor combination is the final element m a ventilation system for contaminant control. Fans may be grouped into two general categories; namely, cen trifugal and axial Row. Selection of the fan and motor is a plant-engineering responsi bility. Centrifugal fans, because of their ability to operate against high resistance, are prin cipally used ia exhaust systems, while axialflow fans, due to the ability to move large valiants against low resistance, are used for general or dilution ventilation systems. The safety engineer naturally will be concerned with assuring nonsparktng fan construction and explosion-proof motors where inflam mable or explosive materials are involved, The selection of the fan is based upon handling the required air volume at the fan static pressure with minimum horsepower. Additional factors to be considered are the following: type of drive, operating tempera 46 Industrial Safety tures. space limitations and corrosion prob lems. Tlie fan should be located down stream from the air cleaner in order to protect the fan from excessive erosion and abrasion. 5harp elbows and inlet obstructions at the fan inlet should be avoided. The fan loca tion should be chosen to allow easy access for service and inspection. The fan capacity, as in the case of the air-cleaner capacity, should exceed design requirements by a minimum of 10 per cent to provide re* serve capacity. CHANGING FAN SPEEDS Knowledge of fan laws should be known by all interested in contaminant-control ven tilation. Too often, the inexperienced will comment "speed up the fan" as the panacea of exhaust-system problems. When a new speed is desired for a change in exhaust ca pacity, the new operating point will be cal culated from the following*. CFM varies directly as RPM TP and SP vary as RPM? HP varies as RPM* These laws apply only to a given system when a change in exhaust volume is re quired without any physical change in the system. Any physical change in the -system throws the enure system out of balance and (quires rebalancing to insure adequate flow through each hood. Of equal importance, however, is the effect of increasing the capacity of an existing system. A 20 per cent increase in capacity will require a simi lar increase in speed. This will result in a 44 per cent increase in total or static pres sure and a 73 per cent increase in horse power. EXHAUST SYSTEM MAINTENANCE i believe that the safety engineer can best contribute to the effectiveness of exhaustventilation systems by insuring the devel opment of an adequate maintenance and testing schedule. In my experiaice, few* ma chines or equipment receive less maintenance and testing than exhaust systems, despite the fact that such systems are often costly to install and replace. The mere operation of the fan does not insure adequate system performances An adequate maintenance program should involve three phases: 1. Dcsigr. system sufficiently nigged to withstand the type of use and abuse ex pected. 2. Provision for the type of installation to insure convenient routine cleaning, in spection. removal or replacement of any part. 3. Establish a routine procedure for in spection and testing, including maintenance of adequate records. A system is not adequate simply because someone says so. Only performance data can be accepted as indicating effectiveness. Records should include the following data: 1. Operating data. Fan speed, motor load, hood sizes, and volumes, branch and mainduct velocities, fan inlet and outlet veloci ties, suction and pressure readings at various points in the system and the dates the data were collected. 2. Name plate data and detailed ordering, descriptions of all equipment. 3. Copies of all construction drawings and sketches. 4. Parts list and spare-parts reference drawings. All the data should be kept in such form that they will not be lost by the mainte nance shop and a copy kept in the general file. The safety engineer may desire to se cure a copy of the operating data. NEW INSTALLATIONS Measurements should be made to insure conformance with design specifications. Data should be secured oa volume (CFM) and static pressure in each branch, and all fu ture readings obtained at the location used. The pressure drop across the air cleaner should be obtained and air samples should be collected at the breathing zone of work ers engaged in operations for which the exhaust system was installed. These data shall serve as "bench marks'* to which to refer future tests. EXISTING SYSTEMS Existing systems should be checked to se cure the data previously mentioned for new systems. In addition, the following checks should be made: 1. Hoods. Condition of hoods should be observed to note damage. 2. Ducts. Cleanout doors should be 47 1957 National Safety Congress opened and settling of contaminant observed. Condition of the duct work also should be inspected for leaks, corrosion or abrasion. Condition and setting of blast gates should be noted for evidence of tampering. X Elbows. Elbows should be observed for excessive wear. This ts particularly impor tant when abrasive dusts are handled as is foundries. 4. Air Cleaner. A U-tube gage should be mourned across the cleaner for periodic check of pressure drop. The amount of col lected material should be checked and a regular removal schedule instituted. Collec tor efficiency should be checked periodically by determination of containment concentra tion in the entering and outlet air. Checks should be made for holes and leaks in fabric tubes, the adequacy of water supply and water level regulation in wet collectors, and the operation of rapping mechanisms. 5. Fans. Bearings should be checked for overheating. The tension or belt drives and the fan rotation checked. Fan blades should be inspected for accumulations and wear. While not the most exact of methods, a Velometer or the Anemotherm air meter wilt provide a relatively simple method for the safety engineer to check air flow at hoods, in ducts and to determine static pres sures. For most purposes, it will be adequate to check velocities in aradar ducts in a straight run, 5-7 diameters away from any major air-stream disturbance by determin ing the velocity in the center of the duct. However, the velocity so determined must be multipled by 0.90 to obtain the average velocity- Either of the foregoing instruments pro vides a ready means of determining control velocities at the point of contaminant gen eration. These general-purpose instruments are in need of periodic and frequent check ing and the manufacturer's mstrocrioas should be followed. In the case of the Velometer, the ter setting and hahnee should be checked afer cadi reading, I have endeavored to provide some of the basic information on cxinnst-TenriUtfoB sys tems. Only through the co-operation of our respective interests, together with the plant engineer, can we achieve a standard of en gineering design commensurate with the needs of our common object di Table 1 Recommended Coxraoc. Velocities Method of Generation Released without noticeable movement Released with low Telocity Active feneration Released with fraat fore* (Ft. ParlOo). eo-ioo 100-300 300*00 560-3000 Typical Pruta-- from pickling; washing. de creasing. putlog, welding Spray booths, sorting, weigh ing. misers, barrel filling. low epeed conveyor, inaair potato Pottodry shakeout. Ugh speed conveyor, transfer points. crushtag, sersens Grinding, tumbling mSXs. abra sive cleaning TabU 2 Over Teansk*t Vmxrnxs Material Vapors. Gases. Fumes ......................................................................................................... Velocity (TL Per Min.) L-ergc Particles. Heavy Loading Moist Materials. Pneumatic Conveying... 48 TabU 3 OtAXACTWSTTCS Of CotiXCTORS Industrial Safety tSa. lit Group Type Par- stalled tide Cost Sis* Per Etfl- cnc deucy of l-fix Rated Par- tide* V "S'- ~bY 1000 Grains fnehes . CX1C /CP Water Tears L 5!? 5*^. P*trortaUe *>-+ 0.5 -10 0.1 -300 Hign Cast Precipitators <1 03-0.75 5-30 Heed pre-cleaner for c--o--a--r-s--e- dJ--ust*a . Limited * Fabricniters-M Moderate oo* L Moderate Wet Packed 30*0 nr. Towers Moderate Coet 03-1.0 0.4 -a# 0.00-300 0.1-30.0 00-3.0 feleaa) mo (loaded) as-5.0 <1 MO 1-10Only dry materials. Max. Una-IIOT eottoo * 300*1* wool 5-30 Not for aolld particle* CyeloneoSmall Diameter Meeh.-Cen trifugal Wet Spray CoDeetor 10-40 10-30* 0.35-4.S0 acs-ai as-io per tmit 4*00 units co^w-tor 0.2 *1X35 as -iao t-io X0-4.S 10-30 o.i -as as -loo <1 01-03 5-30 Plugs at high loadings. Nonuniform air distri bution In collector. 5-30 Not for "Mwf A itlckf materials. 6-30 -- Wet Baffle Tower Col 10-30 03 -04 0* -4.0 01-3.0 03-9.75 6-30 lector -- t'Sl _____ tevOHt Diameter oo ea -oj* t-19 KCfldtncy for g--10a parttcnUtss U CO--80% 49 Indtutriol Safety MATERIALS HANDLING WITHOUT ACCIDENT by JERVIS C. WEI* president, Jervis B- Webb co., Detroit While the subject is named "Materials Handling Without Accident" in the official program, what is meant is "Materials Han dling By Conveyors Without Accident." Wliile this still leaves a large area to cover, it does narrow the subject down to one with which I am more familiar and experienced because of the nature of our business. This education in safety as related to conveyors is not iust happenstance. Today's material handling system*, to receive the approval of an astute management, must not only deliver a predetermined volume of materials faster, more economically and with unimpaired quality, but must do to with perfect safety to employees and others ap proaching the moving conveyors. 5o you might say I am an exponent of safety by compulsion! At this point, perhaps t would be amiss to give you some of ihe background on this safety movement. The first published Code on this subject came out in 1947, called the "American Standard Safety Code for Con veyor*, Cableways and Related Equipment." known as ASA CJ0.1. Threw years later. in February. 1950. 1 beceene chairman of a reorganised committee to revise and bring the Code up to date. COMMITTEE 120 This committee that betaine known as Sectional Goutmirte* B20 co Safety Code for Conveyors and Related Equipment. The program was sponsored by the Accident Prevention Department of the Assodaaoo of Casualty aad Surety Competes and tbe American Society of Mechanical Fm;mrvri. Work* on revisions to the Code was divided into four sub-committees: 1. Scope and intent 2, Nomenclature and definitions i. Portable conveyors 4. Conveyors in general Rough draft of the proposed revisions was sent to ASUE headquarters ha April, 1955, and the revisions were sent to mem bers of the B20 Committee for their cam* ments. At the December. 1955 committee meeting in New York, revisions and sug gestions were discussed and sent to B20 members, legislative bodies and interested parties in industry. This resulted in further corrections and refinements. However, the Code is now at ASME headquarters, and awaits only sponsor approval: DEFINITIONS OF MAJOR T7FES So much for the background on the safety code. In this discussion, I will endeavor to do four things: 1. Gist; you my definition of the most commonly used conveyors 2. Common on tbe overall safety as pects of conveyorized manufacturing versus mamnl methods, and touch on the desirability of finding the median or most practical point in considering safety measures--neither too little nor too much 3. Wbat manufacturers can do to en sure safey ceosooesaess among em ployees 4 Some practical suggestions gained frees or own experience and that of other sasofacturers and users of OiliTEJWI Here are some definitions of different types of conveyers. FELT COSVEYORS: Continuous fabric, rubber, leather or steel belt of any width or length, traveling mi fiat steel or wood h--lt, on fiat or Houghed roller beds, carrymg packages, bogs, parts, coal, ashes, salt, ^Hpt--aisioal mjriilay AFROS COSVEYORS: One or more, owahy two. continuous strands of chain be- twees which are wspended aprons, slats, paws overtopping or sot overlapping, of any width or length, with or without sides, carrying all sorts of materials. BUCKET COSVEYORS: Continuous belts, riuua or 111 * to winch buckets are srrymg many types of materials it boOt--sand, pawl coal, chemicals 50 and grain. Operated vertically, these con chine tools, power trucks or other mechani veyors are called bucket elevators. cal devices. CHAM COSVEYORS: This term cov ers a multitude of designs and styles. Con tinuous chain or chains running over and driven by sprockets or caterpillar drives, supported by metal or wood track, or roller beds, sometimes called a drag chain. Ma terial may rest on the chain, on carts or* truck* fastened to and pulled by the chain. Sometimes the chain itself works and ad vances bulk materials along by itself operat ing in a trough. . FLIGHT COSVEYORS: This consists of single or multiple strands of continuous chain to which cross ban or flights are attached for pushing and scraping the mate ria! along m troughs. The safety code treats these and other conveyors and related equijjment generally and specifically, ft speaks of general design in tliis way: Guard driving machinery; don't load beyond rated capacity; design mountings in such a way that catching sharp edges or possibility of pinching are mini mized. Keep lubricating points piped out to safe locations; enable adjustments to takeups or drives to be accessible. Use anti-backups and anti-runaway mechanical safety stops on slopes as protection m tite event of chain breakage. Use load brakes as overload cut out protection. Enclose counterweights. Use guard rails. GRAVITY COSVEYORS: Sene* of free rollers or wheels mounted on axles set in two or more parallel frames, the supports bring so arranged that the materials are moved along by the force of gravity, t UVE ROLLER COSVEYORS: Series of rollers motivated by belts or chains from underneath, or by sprocket* and chain ae the end of each roller. Materials are moved along as they rest on the turning roller*. OVERHEAD TROLLEY COSVEY ORS: Picture an overhead I-beam track on which are suspended trolleys, which are spaced and drives by a continuous chain traveling parallel to and beneath the track. Loads of all sorts are suspended on hooks, buckets, baskets or other hangers from the chain, or pulled in trucks or arts by the chain and trolleys. SCREW COSVEYORS: Consist of helical screws in guide channels whose relative rotations advance the material han dled. In your mental picture of conveyors, bar In mind that in practically every industry one or more of these conveyors are an integral part of manufacturing assembly, are providing continuous mechanized pro cessing facilities, are tied in with storage; warehousing, shipping and receiving activi ties; or at the least, are transporting raw materials; ports or fuel from one place to another in the plant or from one building to another. These units move powerfully and mechanically, and consequently safety features are as essentia] to them as to ma- Interlock conveyors electrically to prevent jamming and danger which occurs when one conveyor shuts down and the one feed ing it might still be operating. Watch de sign of transfer points from one conveyor to another as here lies the possibility of pinch and dangerous free materials. Make sure supports, particularly for portable con veyors, are substantial to support without tipping under loads. GENERAL SAFETY NOTES The Code covers clearance and accessi bility. Leave space for maintenance and for operators. Provide visibility so oncoming loads may be seen. Up high, provide guarded catwalks. Wherever wall or floor Openings occur, guard well with rail*--these are dangerous points* Provide inspection doors and peep holes where conveyors are enclosed Make proper provision for cross overs, aisles, passages, leaving ample clear ance and headroom. With paint, signs and/or lights, clearly define these ways of travel. Under inspection and maintenance, the Code suggests the importance of lubrica tion on a regular basis. Keep takeups prop erty adjusted; examine periodically cottcred connections and couplings for weaknesses. Replace worn ports. The Code advises that related structure* such as tunnels, pits, hoppers and chutes where conveyors are used should be con sidered in the overall safety design. General safety rules might be built around these admonitions: Obey rated load signs. 51 19$7 National Safety Congress Mark stop and start stations clearly, and make them easily accessible, and where they provide a dear dew of the conveyor. K'o riding on conveyors: no stepping on con veyors. Don't service conveyors unless on regular maintenance ^erew. While Servian*, stop the conveyor and lode out normal start ing push button stations. In cue of over load cutouts, locate jam and use lockouts before starting or sen-icing. The Code refers specifically to its rela tion and dependence on other codes. These include those of mechanical power trans mission. electrical, elevators, dumbwaiters, escalators, cranes, derricks, hoists, buildings, bridges, walkways, floor and wall openings, railways, toe boards, dust explosions and boiler construction. The ASME, ASA and ASTM code numbers are listed therein. CONVENOR SAFETY IDEAS Turning to specific conveyors, the Code suggests briefly that: A smooth cover should be used under slat conveyors where there is space between slats to prvent shearing hazards; safety provisions for men who must ride on trippers or belt conveyors; totally enclose bucket elevators; hand rails, smooth sides: guard plates along chain cccYeyors will protect hands, feet and clothing; stops are needed at open ends of gravity conveyors; try to eliminate all pinch points on live roller conveyors; substantial guards with sides under overhead trolley and power and free conveyors are desirable; use solid covers on screw conveyors when possible. The Code is a good start. The revised edition will be of considerably greater help in minimizing accidents originating from conveyors. Of course, we all know that where the human clement is involved, there is always a possibility of accident--through ignorance, carelessness or horseplay. The careful indoctrination of all employees with the provisions of the Code will be of mate ria! help in at least reducing accidents. Now. let's leave the code and discuss the broad aspects of how far we should go in our safety measures . . . which brings us to the second of the four divisions. We don't fence in our highways and streets so that trucks and automobiles won't hit people; we use traffic lights, signs, curbs and painted lines. Similarly, we on go only so far to protect operators of machine tools. They must use the safety features, be alert and safety conscious. Some elaborate guarding is as economically unsound as fencing the highways or streets. Sometimes the initial cost might be up to 40 per cent of the entire installation; and, further, might greatly limit the advantages and flexi bility of the conveyor. CONVEYORS REDUCE HAZARDS The problem of safety in industry might be approached in another way ... by stat ing that conveyors as a whole mean more safety. Here's why: Materials are brought to and taken away from operators. Lifting, carrying or wheeling is lessened or elimi nated. The operator, therefore, need not leave his station and walk into trouble elsewhere; nor need he join that unfortunate group who sustain lifting injuries. In Occupational Haserds, as article en titled "High Cost of Lifting,** said the manual handling of objects accounted for 27 per cent of the total accidents in Illinois. Handling by conveyors eliminates this manual handling. Material coming to the operator mechanically eliminates momentary inattention to the machine he is operating. Conveyors help good housekeeping because they are installed on definite lines of flow, and their cootinuous operation ruts down piles of subassembly goods in process. Less manual handling lessens fatigue and its tendency toward mistakes. NVoridng along a conveyor at a constant uniform speed, being fed material on an even flowing basis, operators develop a rhythm in their work which nukes for sureness and fewer mis takes. Mechanized coal yards, foundries, paint shops, chemical processes--look at these in comparison to their old unhealthy, back breaking, dangerous manual counterparts. The conveyor goes where a man cannot, or should not, into and through heat, bad at mospheres, cutting heads of machines--ail kinds of conditions. Yes, industry is safer because of conveyorization. Now we come to the third division. Users and conveyor manufacturers must work to gether to reach the right balance of safety in conveyor systems. Greater consumer safety consciousness is a must In any competitive industry, there are those who skimp on safety features to have the lowest Industrial Safety price. Users must study proposal specifica tions and demand that safety features be outlined as specifically as the conveyor it self. and then these provisions must be ad hered to. They should consider carefully before they rule out a supplier because he includes what others might cal! excessive safety features. Get copies of the Safety Code, and make sure the provisions are incorporated into your conveyor system. In considering the proposal consider, too, these points: Has the system hemmed in workers too much , . . created fire hazards , . . allowed wide enough aisleways . . . left normal exit fa cilities? It is also wise to watch wall open ings and floor openings as to their effect cm the safety of employees on both sides of these walls and ceilings. Now we come to the fourth division . . . just a few suggestions for safe use of con veyors in general. When you have installed a conveyor, don't start using it for pro duction until it is formally turned over to you by the manufacturer or erector. The systems must be run, the bugs must be taken out of the automatics, clearances between guides and moving parts may need to be relieved. It's practically impossible to design and build a conveyor system that does not need any field adjostmeit after shipment, and after the variations in the user's plant are taken into account. By far the most acci dents have occurred at this point in our experience as manufacturers. watch when servicing If a conveyor is being serviced and is shut down as it should be, watch that the work is not being done too closely to another moving conveyor. A number of serious accidents have occurred where the service man, absorbed is his work, leaned back into another moving conveyor, or a slowly mov ing load came along and squeezed or pinched him against the stopped conveyor, or to a wall opening. Watch loading of conveyors. Be sure the hookup is secure if it is a hooking job. If materials are piled on the conveyor, watch that they aren't top heavy. Remember clearances between conveyors and walls. Clearance for a man to walk through should be based on the largest lead carried on the conveyor. Authorize certain persons to operate cer tain conveyors just as you would a ma chine tool. Keep others from starting the system. Speed variations in conveyor lines should be entrusted to one who understands what effect these changes might have on the system as a whole. CHECK JAMMING IMMEDIATELY If overload cutouts are continually operat ing, or shear pins continually shear, contact the manufacturer of the equipment and find out the cause of jamming. Check as to whether the system is overloaded by means of a dynamometer. If the design is light, get it heavied up before trouble starts. Have a number of push button stop sta tions along a conveyor line. Insist on electric ground wires, particularly on portable con veyors and systems operating in the out door? or in damp places. Insist on heavy, high-quality electrical equipment. Stay on the high side of electrical codes. Conveyors can be used safely, and their use has contributed substantially to the in dustrial worker's safety. If you set up defi nite rules, be sure that all are acquainted with them, if you insist that safety specifi cations be high in the conveyors you buy . . . then conveyors will be safe A NUCLEAR POWER PRESSURE VESSELS by CLAIR E. KEENE vice president. Mutual Boiler Se Machinery insurance co., Waltham, Mass. The purpose of this presentation is to explain some problems in the safe applica tion of pressure vessels in nuclear power plants. My discussion is confined to general accident prevention in construction and use of pressure vessels. There are several types of reactors in use or under development for power genera tion. Pressurized water reactors and boiling water types are favored, although sodium graphite, fast breeder, and aqueous homog eneous reactors are used. These reactors re quire pressure vessels to contain the mod erator or coolant or other liquids or gases incidental to operating the reactor. These vessels are m addition to those usually found m a conventional steam-electric power plane Most nuclear power reactors are unique, requiring a steel air-tight container to house the reactor vessel and other radioactive com ponents. The extreme toxicity of the fission products and other highly radioactive sub stances in the reactor systems makes this essential to prevent any possible release. Every precaution is taken in the design and protection of a reactor, however, a fuel melt-down or disruption of the primary sys tem could occur. TYPES OF PRESSURE VESSELS Pressure vessels in a nuclear power plant may be roughly divided into three main cate gories: 1. Reactor and primary coolant vessels, including shield tanks inside the final or outer containment vessel or housing. The contents of these vessels are normally sub ject to* high level neutron or gamma irradia tion. Some of these would seldom, if ever, be accessible for internal inspection. 2. The outer or final containment vessel housing the reactor vessel and primary sys tem components. This vessel may be subject ro gamma radiation because of the activity' induced in the coolant system. These con tainment vessels are not normally pressurized but are designed to withstand the maximum pressure from an explosion or rupture of the primary system in any credible accident They are also expected to stop flying ex plosion fragments from penetrating the con tainer. 3. Secondary system vessels as found in a conventional pozeer plant. These vessels are not normally radioactive and are usually located outside the containment vessel They are normally accessible for inspection and maintenance. DESCRIPTIONS OF EACH GROUP The first group consists of a reactor ves sel with fuel one or more hat exchangers or steam generators, a pressunzer, primary blow down tanks, and other vessels built for relatively high pressures. The operating pressures for vessels containing moderators and coolants may range from atmospheric pressure to over 2,000 p.$.L Operating tem peratures range from 300* to over 1,000* F. Some of the primary system vessels are large with diameters from 10 to 20 ft- and 30 or 40 fL long. This group has thin wailed tanks which operate under little or no pressure to provide thermal or biological shielding. Some primary vessels, esperially the reactor vessel are subject to high ther mal stresses, corrosion and radiation dam age. The second group operates under atmos pheric pressure or a few pounds higher but withstands internal pressures and impacts that occur from a reactor incident without leakage or rupture. Some vessels are an unusual size with diameters op to 225 ft. and cylindrical lengths up to 150 ft. They are designed for internal pressures from a few pounds to 65 or more psig. Attention is also given to design against external pres sure to avoid possible collapse. The size and shape of these vessels are determined largely by the equipment contained, the reactor in cidents postulated, and economic factors. Both cylindrical and spherical shapes are used. The third requires no description as it includes heat exchangers, evaporators, feed 54 Industrial Safety water haters, water tanks, air tanks, and other auxiliaries found in a conventional steam plant ! In my opinion the safety of nuclear pres sure vessels under present pioneering condi tions depends primarily upon: ' !. the suitability and quality of material 2. the adequacy of the design to meet the service conditions, 3. good workmanship in fabrication, 4. rigid shop inspection and testing. In other words, for maximum safety we must have well designed and constructed vessels bcause there is limited access for maintenance and inspection. Extra care is required to determine the quality' of materials. Xoa-destractive testlag must be used extensively. Inclusions or other defects must be kept to a minimum. Local stress raisers should be reduced to the greatest possible extent. Extra precautions arc required to insure sound welds. The mechanical properties of the steel must be thoroughly investigated, not only tensile strength and ductility but also endurance limit, creep-rapture, impact strength, and notch sensitivity properties. CTUOr RADIATION EFFECTS To addition, the effect of Irradiation on these properties must be studied. The effect of neutron bombardment and gamma radia tion on some properties of structural mate rials is not known and pressure vessel de signers need further research. It seems that most conventional steel alloys become stronger and harder when irradiated. One important observation on carbon steels used for pressure vessels re vealed that the impact strength was reduced appreciably. Reduction in impact strength, if appre ciable, will increase susceptibility to brittle fracture. In addition, the transition temper ature from ductile to brittle fracture was raised considerably. Radiation damage could seriously affect the safety of operation. The increase in brittleness may be nullified or minimized by the annealing effects at relatively high op erating temperatures. Only time will tell the actual effects on a reactor in service for some time. Material deterioration from the combined effects of stress and corrosion also deserve attention. The sensitivity of aus tenitic steels to cracking at the edges of welds is another possibility. These three groups of vessels are designed and constructed in accordance with the A.S.M.E. Boiler and Pressure Vessel Code. The Code does not adequately cover the design and material problems presented by vessels subject to atomic oivironmental con ditions so special rulings to cover this new group of vessels had to be made. DESIGN AND MATERIALS Most of the pressure vessels in the pri mary system, particularly the pressurized water and boiling water types use a carbon steel such as ASTM-A-302B. ASTM-A201B or ASTM-212B clad with 304L or 347 stainless steel Code Case No. 1226 re quires that containment vessel shell plates be constructed from ASTM-201 or A-2I2 ordered to the requirements of ASTM A300, Stainless steel is required to keep cor rosion to a minimum. Oxygen and hydrogen are released by water decomposition, and make the water more corrosive. Special precautions are re quired to keep the water non-corrosive, to prevent a weakening effect on the pressure vessel and a build-up of corrosion products which become radioactive and present diffi culties in inspection amt maintenance of pressure vessels. Tn fabrication dose adherence to specifi cations and tolerances is necessary. The use of radiography, dye-penetrant, and ultra sonic testing of welds is strongly recom mended. Stresses other than those due to pressure, sometimes referred to as secondary stresses, require special analysis in the de sign of nuclear vessels. Thermal stresses are particularly important in the design of the reactor vessel and coolant system. In a power reactor intense radiation gen erates hat inside the ractor vessel whereas in conventional power and process equipment the heat is usually applied to the outside of a wall and transmitted through it. The temperature gradient in boilers and vessels is approximately a linear function, having the highest temperature on the fire surfaces and the lowest temperature on the opposite surface. In contrail the temperature gradi ent caused by internal heat generation of a 55 1957 National Safety Congress reactor is not a Oscar function and the high* est temperature is dose to the outside sur face. Thermal stress problem* limit the thick ness of shell plates and heads of reactor vessels and thus Umh vessel diameter. If the steel plate is too thick the heat gen erated cannot be reduced fast enough and high thermal stress will result. Thermal stresses increase with an increase in wall thickness. Nudear vessels may also be sub ject to thermal stress cycling with the pos sibility of fatigue if the reactor is subject k frequent lead change*. The rate of heat geteratioct can change very rapidly in a reactor whereas in conventional equipment the rate ot temperature rise is limited by the rate at which fuel can be supplied and burned. EXPLOSION POSSIBILITIES One major source of a reactor system explosion is that the superheated coolant contains much potential heat energy which, if released by a rupture, would dash into steam or vapor and cause a serious ex plosion. An exothermic chemical reaction is also possible in many types of reactors under certain pressure and temperature conditions. Internal pressure and exothermic chemical reactions that develop within the contain ment structure and the missile velocities that arc attained by any fragments striking the internal surfaces of the container have been anlyzed by several investigators. ft is a relatively simple matter to deter mine the pressure build-up in a containment vessel from the rupture of a primary sys tem containing water by pressure . . , vol ume relationships and thermodynamic tables. The pressures developed by metal-water re actions arc more difficult to determine but can be,calculated or approximated by chem ical engineers an the basis of credible as sumptions. It is assumed some fragmenta tion of the pressure vessel mil occur. This is possible, particularly if a brittle fracture occurs, but with the explosion of steel boilers and vessels nearly all failures are of a ductile nature and little or no frag ments fly around, with one principal ex ception. When a bead or cover plate be comes detached from the pressure vessel by arcumftrtatiai cracking or failure of the 56 bolts or other fastenings, the head may travel a considerable distance at high velocity. fa other words, if a rupture occurs in the shell of a vessel, it usually tear* with high energy absorption, allowing the con tents to escape. On the other hand, if a head or cover breaks loose there may be a considerable displacement of both the head or cover and the rest of the vessel itself. For this reason we feel the results of the investigation are conservative in missile ef fects. Exploding a brittle fracture, the top cover blowing off a reactor vessel or other vessel Set vertically inside the mntamer presents the duet hazard of a fragment striking the container and here, in most cases, because o! the mass, the velocity of impact should be relatively low. We are most likely to experience trouble with pressure vessels in nuclear plants from cracking in or near welded joints. This cracking may or may not cause leakage of primary system contests into the contain ment vessel or secondary system. These cracks may result from fatigue thermal stress, stress corrosion, or locked-ia stresses from welding. We would not expect brittle fracture to occur, if suitable materials and design are employed, unless radiation dam age is greater than expected. If an ex plosion occurs, particularly from toteraal pressure, we would expect a dnetile type of failure and not muck fragzagrsaoon. TESTING FOR LEAJCAGC Preventing the escape of dangerous fiasco products and radioactive materials from re actor pressure vessels makes it essential to go to great lengths to more vessel integrity. Several testing techniques are used to detect leakage. These include am* spectrometry, variations of which are the bood, boot and soilting techniques, prtssure-boUfiag meth ods, soap bubble tests and, of eoerae, pneu matic and hydrostatic testa. One or more of these tests should be preceded by radio graphic examination of the welds combined with dye penetrant or other non-destructive investigation of the welds. As far as the containment vessel is coc~ cerned, present standards do oot require strut relieving of the finished structure. Other vessels built is accordance with the Code to the manufacturer** shop arc; of ! Industrial Safety course, stress relieved in accordance with Code requirements. The precautions now bring taken in the strength and leak-proof testing are reasonably adequate for nuclear pressure vessel safety. ' The safe operation of pressure vessels is a nuclear system depends upon many fac tors. Most reactors well protected against excessive pressures, temperatures, circula tion failures, and other conditions which could be dangerous. The protective system tor a reactor is elaborate and the safety de vices wilt scram the reactor if an emer gency occurs. These safety systems are of multiple design and made to fail safe Safe operation depends on keeping the re actor coolant outlet temperature below a sate maximum so that the fuel and struerural materials will not be damaged. Safe, simple and reliable methods must be set up tor normal start-up sad shutdown of a re actor as well as for emergency scram con ditions. Accessibility for inspection is dif ficult in most cases . . . sometimes it may be impossible. It take* time for radioactivity to decay to a safe point for personnel to inspect and make repairs. From the standpoint of safety of nuclear power pressure vessel* in service great dependence must be placed on the supervisory control and protective equipment and indications of deterioration, such as the rate of corrosion product formation or leak detectors, in evaluating the condition of the vessels. We presume that from time to time certain vessels or parts of vessels wilt be accessible for close inspection or at fast methods may be devised for some type of remote examination. This paper ha* dealt primarily with some or the principal factors affecting pressure vessel safety and the design and construction requirements. The design and construction of nuclear power pressure vessels, with par ticular attention to selection of materials suitable for the environmental condition*, i* of paramount importance for safety and it is in this field! that we, a* mechanics} and safety engineers, can render the maximum serviced. 57 Industrial Safety H01SC CONTROL--SOME PRACTICAL APPROACHES der of the machine mechanism. Only one of eight machines has been so modified at present but the remaining seven units will two surfaces of sheathing is filled with rock wool bats. The door* are of the same construction. CONTROL OF NOISE A* THE SOURCE be converted daring the next few years. With tumbling cups four inches in diam In a plant which manufactures air condi eter. the overall noise level was reduced * by R. L YOUNG tioning equipment, pneumatic hammers were from 111 to 88 db. at a point ax the aisle formerly used to bend and close scams on about five in front of the tumbler. This noise Analyst, industrial hygiene div.. Employers Mutual Liability Insurance co., Wausau, Wis. sheet metal fan housings. The large noise radiating surface provided by a housing such as the one m the picture produced high was predominantly high frequency noise and reductions of 23 to 24 db. were obtained in each of the four octave bands between 600 intensity noise over a considerable area. and 10,000 c -s. If there U any phase of the industrial noise problem on which there is rather senera! agreement it is this--that the ultimate answer or solution is a well conceived noise abatement program. The avenues of ap proach to this goal are as wide and varied as those of any problem which industry has faced in recent years. It has best aid, and rightly so, that there is no cure-all package solution to *h It operates oo an air line pressure of about 110 psL The exhaust air was originally discharged directly into the atmosphere at the rear of the machine producing a max.mum overall reading of 114 dh. on the sound level meter. The noise produced by the air exhaust was intermittent and of short duration but occurred every few min utes. A small commercial muffler was installed Noise measurements made in the immediate area showed tbe overall noise level to be in the order of 109 db. with the highest octave band level being IQS in tbe 600 to 1200 cps. frequency bond. Pinch roller machines which are commer cially available were first provided to per form this operation an tbe smaller fan housings of about 12 inches in diameter. Whoi it was deeded to me similar ma With tumbting smaller, washer-tike'parts ooe and one-quarter inches in diameter the overall noise level was reduced from 92 to 85 db. The noise level with the enclosure is approximately the same as the ambient noise level in this area under normal plant operating conditions. In other words the enclosure in this case is undoubtedly giving a much greater reduction than is indicated by these two sets of readings. problem. We might go one step further and on the exhaust air outlet which reduced the chines to perform this operation on housings say, that frequently there is no one right overall noise level to 88 db. The high fre of all sues, tbe machine* were not available FOUNDRY OPERATIONS answer to a specific noise problem and here an understanding of acoustic principles as well as a considerable amount of common tease is necessary to achieve the best possi ble answer. COMM.EX OPERATION The control of noise in many cases is a complex and costly proposition and the final solution in such eases may require a long range program of planning and research. In some instances conditions may be satisfied by a single type of treatment while others may require a combination of several meth ods. It is also true, that certain noise prob lems will require the services of a qualified acoustical engineer or consultant with expe rience to designing noise control installa tion*. On the other hand there are some rela tively simple; well-known noise control measures which can produce substantial improvement. I have selected illustrations from a variety of industrial operations with the hope that some of them will give you ideas for similar applications La your own quency noise was reduced to a level where it is hardly noticeable above the ambient noise in the room. Although few noise sources lend them selves to as simple and inexpensive a con trol as installing a muffler, the results are particularly gratifying in a plant where they have many air operated machines op erating at air pressures of 40 to 110 db. At present they have approximately ISO muf flers installed on t---'-k-----s throughout the plant with individual machines having any where from ooe to six mufflers. Oil Immersed Chain Drive- Tag Manufacturing Much of the noise produced by a custom built tag cooverting machine was contrib uted by a Heavy cast gear train. The ma chine performs a punching and cutting op eration as a narrow strip of paper is fed through. The entire chain and gear drive assembly was replaced with a "Speed Tro!M fluid drive transmission and an oil immersed roller chain drive. Noise level readings takes at the machine , 1 : j I to handle the larger housings. This pinch roller machine wtuch can handle all of the large housings was built by the user and in addition to completely eliminating the high level noise tbe time required for this job has been greatly reduced. TUMMJNG OPERATIONS Tumbling barrels are used for a variety of operations La many different industries arid they frequently present a rather serious noise problem. Complete individual enclo sures hive provided a very satisfactory solu tion in one plant. In one particular case; slotted tumblers are used to separate scrap from the parts. The pans are cup-tike ob jects stamped from cither 18 or 20 gauge cold roiled sheet steeL The material is loaded or shoveled into tbe tumblers by hand. As the tumblers rotate, the thin, washer-like pieces of scrap fall through the slots in the tumbler wall into a pan oo the floor. When the operation is completed, the scrap pan is removed and an empty tray is placed on the floor to catch the parts. A small foundry shakeout for brass and bronze plumbing fittings was enclosed with fairly good results. Since the shakeout is continuously fed by conveyor at one end and unloaded by hand at the opposite end it was necessary to leave an opening at both ends for this purpose. The openings were made as snail as possible and curtains of heavy rubberized canvas were bung over the openings to reduce the noise radiated from them. The enclosure consists of one-quarter Loch masonite over one-hall inch fibrous panel. The sides, 'ends, and top were fabri cated as separate panels and can be partially or totally dissembled for maintenance pur poses. The parts are automatically dumped from fans on an overhead conveyor into a chute at the rear of the shakeout. The chute car ries them through the rear opening on to the shakeout table. The degator operator removes the parts at the other end. The greatest noise reduction -was found plants. operators position showed that the overall The enclosures consist of one-fourth inch to be at an inspection station about six feet Muffler--Fountain Pen Manufacturing Operation noise level was reduced from 95 to 93 decibels. The noise measurements were made while the plant was shut down so that the , 1 tempered masonite over ooe inch thick fi brous sheathing on the outside of two by four studs and another one inch thick directly to the side of the enclosure. At that; location the overall noise level was reduced from 101 to 94 db. and the critical This is a small table-mounted air operated background noise was well below the ma sheathing nailed to the inside of the studs. frequency band levels in the 600 to 1200 machine whidi performs a degating or trim chine noise. The transmission noise is now The studs are located about IS inches oo cps. and 1200 to 2400 cps. bands were both ming operation m molded plastic pen parts. less than tbe noise produced by the remain center and the four-inch space between the reduced 10 db. from 96 to 86 db. 58 59 1957 Notional Safety Congress PAPER Mia PRESS EQUIPMENT Some of the highest noise levels measured in paper mills are due to the discharge from the vacuum pumps on suction presses. This vacuum pump is rated at 18 inches of mer cury when operating at 360 rpm. Originally the pump discharged directly through a pipe into an open sewer under a metal grat ing in the door. This arrangement produced an overall noise level of 120 db. at a point three feet directly over the sewer opening. A commercial separator snubber which separates the water and air was Installed in the discharge line from the pump. The sep arator snubber has the water outlet at the bottom extending down into the sewer and the air outlet at top. This single unit re duced the overall noise level from 120 to 112 db. Because a greater reduction was desired, an additional snubber was connected to the air outlet of the separator snubber and this reduced the overall noise level from 112 to 102 db. This present noise level is consid ered reasonably satisfactory since the vac uum pumps are located in the basement pretty well isolated from all regular worlaog stations. In the same paper mill a separator and a snubber were connected to the discharge pipes of two vacuum pumps rated at 12.5 inches of mercury when operating at 680 rpm. The overall noise level at this location was reduced from 116 to 101 db. TESTING SUPERCHARGERS One ot the highest noise Intensities that 1 Have encountered was in a small building where superchargers are tested. A 150 hp. DC electric motor drives the supercharges under test at 2500 rpm. The room surfaces arc brick and concrete. Although workers must be in the immediate vicinity of the test stand for short periods to make adjust ments* and record certain data, most of their lime is spent at a control panel. A partition was constructed between the test stand and the control panel in an at tempt to proride a quieter area at the con trol panel. Th overall note* level at the center of the test area which is about 12 feet from the supercharger is 127 db. The overall noise level at the control panel in back of the partition which is also about 12 feet from the supercharger is 100 db. 60 Although a considerable improvement, this is not yet a satisfactory solution to the problem and it is anticipated that additional control measures will be taken. For ex ample, further reduction in the noise could probably be obtained by providing a gasket around the door in the partition which is located several feet to the left of the con trol panel. The workers do wear ear pro tective devices at all times white in the testing room itself. WOODWORKING HANTS One of the noisier machines in a wood working plant was a large twin band resaw*. As with most woodworking machines there is little if anything that can be done to reduce the noise at the machine itself. In this case a partial enclosure consisting of plywood and one inch sheathing on two by four studding was constructed around the band resaw on an experimental basis. Only two openings were necessary on oppo site sides of the enclosure for feeding and removing the lumber. 'There are two large hinged doors on opposite sides of the en closure also which provide easy accessibility for cither of the operators when the need arises for them to enter the oiclosure. No noise level measurements were made before this enclosure was installed so the noise reduction obtained can only be esti mated. In all probability it has done little if anything for the two operators who are located directly in front oi the openings, however, the workers located to the side of the enclosure report a noticeable noise reduction. Boiler manufacturing has long had a reputation of being one of the noisier indus tries. A couple of the noisiest operations in boiler fabrication are called belling tubes and beading tubes, both of which are per formed with pneumatic hammers. When this operation is performed in a large open ing working area it produces noise of high intensity during intermittent by frequency intervals for considerable distances. To ossSm this high tvt n>M to the immediate area surrounding the operation a large aecoustieal enclosure was con structed. The enclosure consists of an outer wood surface and bats of sound absorbing material covering the entire inside wall and industrial Safety ceiling surfaces. It was constructed with large hinged double doors at one end pro viding the necessary access for small rail fiat cars. Xoisc Icvd readings made before and aiter the enclosure at a work station 37 feet from the beading operation showed noise reductions in the 1200 to 2400, '400 to 4800, 4800 to 10,000 cps. frequency bands of 14 db. 17 db. and 16 db. respec tively. This enclosure is no doubt giving larger noise reductions than those indicated by these values since the final readings with the enclosure were approximately the same as the background noise level. The foregoing illustrations of industrial noise control are not intended as the only or even the beat solution to the particular problems. They were presented rather as examples of control measures that have been applied with reasonably satisfactory results. In most of these cases the amount of noise reduction was substantial and in all cases the results were felt to be worthwhile by the plant personnel involved No doubt improvements could be trade, particularly in regard to some of the en closures, where a better selection of con struction materials and greater use of sound absorbing linings would have produced larger reductions. However, these examples illustrate some of the problems encountered with noise and some of the things which can be done to reduce noise at or near its source. The pos sibilities are unlimited once the problem is recognised Nevertheless, each of you will have to meet the challenge somewhat on your own. either now or at a later date. As. NOISE CONTROL BY ACOUSTICAL TREATMENT by LYLC F. VERGES merchandise manager, Industrial Sound Control, U, S. Gypsum co., Chicago CONTROL OF NOISE AT THE SOURCE The best idea yet developed in acoustical design is to avoid making noise. It's always the most effective, and it's usually the cheapest. MEDICAL CONTROL OF HEARING LOSSES It would appear that protecting the in dividual against noise would be the next best method However, everyone has had painful experiences trying to get workers to wear gloves, guggles, safety shoes and hats. Imagine the difficulty to get them to wear or plugs or muffs. Furthermore, it is very difficult to forecast susceptibility to noise damage or to measure hearing loss accurately when it does occur. Hearing losses can be determined only after the dam age is done--and dm i* too late. NOISE CONTROL BY ACOUSTICAL TREATMENT So, I'm going to concentrate on control ling the acoustical environment--commonly known as sound control or acoustical "treatmeit." To most people, acoustical treatment means the application of acoustical tile or absorbents to the ceding of a room. This is the commonest form of noise control, and its use is widespread. Like the word "treatment,** however, it suggests a "cure" or "correction" of an existing ilk Like must cures, it can be ex pensive and may not be oxnpletely satis factory. For example; at the 100-plus deci bel level of many factories, it is very dif ficult to remove even five decibels by absorp tion, whereas a simple process change or machine re-design could reduce the level by 10 or more decibels. In those cases where the problem is to prevent passage of noise through walls, acoustical absorption is virtually' useless, and the so-called "treatment" isn't really a "Acoustical treatment" refers to the use of materials, constructions, systems, or com binations of all three to: 1. Absorb sound 61 195? National Safety Congress Keep noise is the plant? Keep noise oat of die office? Redact noise feeds in the plant? Quiet a noisy machine? Isolate a noisy operation? 2. Whom are yarn trying to protect? The operator of die noisy machine? The workers in the entire plant? A single observer of a noisy operation? A few noise-susceptible individuals? 3. Wkyt .Are you tijiox to avoid compensation Is there evidence of noise damage? Is verbal couioniuicatioo Impossible? .Are workers distracted? Are operators otaMe to identify neces sary sounds from their own operation ? Are you trying to make a few neurotics loppy} Is everyone complaining? Are the neighbors complaining? 4. What ore the alternativesf Can you more the ooisy machine ? Can you protect the operator by put* ting him in an isolation booth? Can you move the operator and his control*, dials, and equipment to a quiet place outside of the ootse? 5. Will the resultant improvement be enough to justify the expenset Will a five decibel drop do enough good? For example, will reducing the level from 115 db. to 2U> db. be enough? 6, Should you sounder on entirely new ap proach? Can you use a different proem? Would a new plant or a new location be the only practical approach? ta a few words: Identify your problem--THE DIAGNO SIS--then, decide oa the proper solution to the problem--THE CURE--and finally, choose the proper materials, construction*, systems., or plans--THE MEDICINE. Chances are the patient wSI recover, or at least feel a lot better.-^ MEDICAL CONTROL OP HEARING LOSSES by DR. WILLIAM FORD Green Bey, Wis. The purpose of this presentation is to tell you bow our various conservation of hear ing programs were established in industry in Green Bay and northeastern Wisconsin and to offer a "bow to do it" program which can be tailored to fit your needs. For years tbe Wisconsin Manufacturers Association, the State Medical Society and the Industrial Commission have sponsored Industrial Health Clinics in several key anas. To than were invited the safety per sonnel, top management and interested physicians. Thus a beck log of group* in terested in meetings of this sort was estab lished! Green Bay's recent (October 1953) Cause Celebre--the case of Wojak vs the Green Bay Drop Forge resulted in increased awareness of the problem of industrial deaf ness but in reality only initiated our first 64 efforts m this field. To show how unthink ing we were, it was recalled that on many warm summer evenings on an open porch nearly three-quarters of a mile down wind from the Drop Forge Plant the thumping of the hammers was sufficiently loud to be a topic of conversation. la other words, it was not unusual to remark about the noisy hammers at the Drop Forge but no particu lar interest was aroused beyond noting that Mthe wind was in the west again." NOISE CLINICS ORGANIZED Several Industrial noise clinics were then held in Neenab, Oshkosh and Great Bay sponsored by the groups mentioned above. In addition more clinics were planned by tbe safety committee of the Green Bay Associa tion of Commerce and tbe Industrial Health Committee of our County Medical Society and held in tbe city of Green Bay. Industrial Safety These tatter groups formulated a series 9i pbrn* to offer industry which varied with the sire of the plant, its medical and safety pc-jonnel and it* location. A tentative sched ule ot fees was included with a preliminary ftrnrt of these meetings. Probably the best and most interesting pan ot these rather small meetings was the apen-mindedness of the people involved and their willingness to dbcuss all phases of jhe problems presented by the various rep resentative* of industry and medicine. In jict these meetings at the county level were no>t productive of immediate results and enabled us to go ahead with our planning. HEARING TESTS MADE la die smaller plants and those with a fouled budget pre-placement hearing tests were made consisting only of an audiogram, i graphic record of the ability to hear cer tain pure tones to each ear under more or less standard cooditicas. In Green Bay these tests were made in the physician's office by i trained technician. In the smaller towns, it there was a local hospital with a room available, efforts were made to persuade the manufacturers in a nearby area to purchase an audiometer jointly and the hospital to allow a nurse to be trained in its use. For example, m Oconto county such a station was established in the western half ai the county at Ocomo Fait* and another ut the eastern section. At these two points (in this particular county) the techniques in making the audiograms were similar. At the other extreme in a small dty in Kewaunee county the three local physicians 9 Mich purchased an audiometer and divided! the testing. Admittedly in this last situation there is a rather wide variation in the tech niques employed but (also admittedly) it U much better than not having any tests at all. la Green Bay the technician sends a copy of each audiogram to the mill. Somewhere in this procedure it is examined by the otol ogist and a diagnosis written across the back of the card. Any abnormalities in the curve are indicated and if necessary the em ployee is advised to have an ear, nose and throat examination. Rccbecks are also sug gested but the efficiency of the follow up varies. .. . WITH LIMITED MEDICAL FUNDS The next type of program is followed in some of the larger mills but ones still hav ing a limited medical budget These mill* have either a part or full time industrial nurse who, understanding the value of the program, will be responsible for the follow ups advised at the time of the first audio gram. It has been found desirable for the consulting otologist to set aside time at reg ular intervals to discuss the program with the nurse and visit certain noisy areas in the ptants. This, of course, serves two purposes, (1) to further the physician's familiarity with manufacturing processes involved and (2) to stimulate the nurse's interest in the plan. Thus it is possible to lay the ground work for further studies in the mill regarding numbers of men working in noisy areas and their exposure time. In other mills, where the main interest is still ooe of self protection, that is, from the insurance standpoint, in addition to the pre-placement audiograms, a complete ear, nose and throat examination is performed at the expense of the mill and a written re port and recommendation filed in the mill office. A few of the mills have in addition to the above, yearly general physical examinations which indude a complete ear, nose and throat study with an audiogram. Frequent checks are made when an employee is in a noisy area or if there is an indication of hearing toss or unusual sensitivity. Annual evaluation meetings are held with manage ment, engineering, medical and safety per sonnel, participating. This type of program is not as common as could be desired. To simplify record keeping a specific sheet is used in the otologist's office. The first test is recorded as an easily demonstrated graph and that space is left for recording the findings of the ear, nose and throat exam ination. The history is in two part*--the Aryt, a simple check list of significant points as far as the cars are concerned and a record of the results of a more or tesa flexible ques tioning by the physician. A record of his previous employers and work done, is as im portant as due history of exposure to noise or to concussion in the military service, e-g-. 65 1957 National Safety Congress the noise experience of a rigger on jet air craft differs from that of a rigger in the local shipyards. On the reverse of the sheet hearing values are listed numerically and space is available for the interval histones. If the goal of conserving hearing in in dustry is sought nothing is more helpful than frequent informal plant tours. The lo cal otologists have been told that to under stand and treat noise exposure deafness, "you must listen to lots of noises your selves." To illustrate this point from * case history, an employee complained of ringing ears and deafness following his shift an a slasher--i.t, a circular saw and conveyor system winch cuts togs into lengths accept able to a barker. On investigation it was found that the operator's area, while not quiet, was not especially noisy. It was decided that the in dividual probably just wanted a change. However, in later conversation with his foreman, it was found tliat the saws on tiiat particular machine were changed daily with the diameter varying as much as eight inches. This, of course, would result in a much higher edge speed with an increase in noise level on some days. FURTHER services TO PLANTS The noise produced by most machines in industry has been recorded and evaluated. However, it is particularly true in the paper industry that individual modification* and improvements are frequently made with re sulting noticeable variations in the noise level produced. Acceptance by our industry seems to be at three different levels: A few plants feel that the whole subject is better left alone. This is illustrated by tome tool producers who sated "the men did not complain about their cits until fluorescent lights were installed." 'If we start examining ears and checking hearing they'll all complain about that too." Some plants have a pre-placement audio gram or audiogram plus car, nose and throat examination as a purely precaution ary measure so that an existing hearing toss incurred elsewhere will not be charged to them. There are no rechecks in these plants. Obviously this is not a conservation of hearing program in itself, but several of these mills have had representatives at fur. ther conferences in our valley and at the state and national levels. The safety glass program in our valley was slow in coming into use in some of these mills. In other words, the mills lag. ging behind in the hearing conservation pro. gram also tagged in the conservation of vision program as well. Some mills have a good pre-placement program, adequate rechccks and follow ups and a fairly complete study as to numbers of employees in noisy areas and time of ex posure. RECHECKS ON HEARING In this third group when it is knows that an employee is exposed continuously to high noise levels a rcchrek of his hearing is made in 60 or 90 days. At that time if he shows a significant dip in hearing levels after bring away from work for 48 hours or if he complains of ringing in his ears or as has happened occasionally, unusual ir ritability, the following procedure is insti tuted. Following an examination in the otolo gist's office the nurse and/or safety man, a representative of engineering, if possible, and the otologist will review his record and the noise survey report on his machine' or at his working area. If it ts decided that this is rightly a noiseinduced problem a transfer is considered to a less noisy area. This usually is impos sible due to loss of seniority, lower pay and loss of prestige. An attempt is then made to quiet the machine, neanwhile the man is givm ear plugs. "The man is given car plugs.'* It sounds easy doesn't it, particu larly as noise levels in the majority of oper ations involved in industry in our areas are such that the wearing of ear plugs will re duce the individual's exposure to a relatively harmless level ? ENFORCING EAR PLUS RULES Perhaps you will smile at some of our early attempts to "give" the men ear plugs. Obviously we now see that it is impossible to enforce a rule stating that everyone cross ing a certain yellow line must wear ear plugs. Another attempt was made insisting that every worker crossing an anteroom on the 66 Industrial Safety vny to a noisy area should take Us car plugs from shelf in this room and put them on before he left the far door with certain penalties if he was found without then while working in the noisy area. Krither of these plans worked. Here is what we do now. We consider that ear plugs are our first line of defense for the individual employee's hearing and hu fitting should be treated with much per sonal attention. The men have been told about car plugs subtley and posters are usually on display either on die bulletin board or in the nurse's office. Certain key personnel including the mine and some supervisors have been familiarized with the protection obtained by wearing properly fitted ear plugs and the man's name is given to on of these people for further indoctrination. Then the man is shown a display of or plugs usually by the nurse. oisnAr op sax plugs Psychologically it seems ben that the employee should have as opportunity to help choose his own ear plugs at least up to the point of fitting them. The first step, inserting the plug is raoch easier if the external auditory canal is straightened by grasping the external car and drawing it upwards and backwards. Wash the ear plugs when washing up. It would be well for each one of you contemplating such a program to try sev eral types of ear plugs. Wear them while talking or chewing giro and while in * noisy place. A well fitted ear plug is uncomfortably snug for a time and conversely if too loose annoying little leaks develop around die periphery so that the vacuum will "make and break" on chewing or yawning. The important point is how well voices can be heard In a noisy place while wearing car plug*. The fitting of ear plugs is the most im portant phase of our program as far as the individual employee is concerned. While waiting for the engineers to quiet a pump or gear box we can fit an employee suffer ing with ringing of the ears, or a post noise exposure deafness, with a pair of ear plugs which in most cases will relieve his symp toms and make him more comfortable at his job. ELEMENTS OP SUCCESS A few unusual elements contributing to the success of the program deserve mention. Green Bay has the oldest school for the deaf in Wisconsin and one of the oldest hearing conservation programs in the public schools. In counties around us programs similar to ours have been instituted--thus by the time a student graduates from high school in our area he has had three or four audiometric tests. This means that nearly every worker examined knows a little about there lests and does not "view with sus picion," its use as a part of the pre-employ ment examination. For nearly 15 years the Children's di vision of the State of Wisconsin has held hearing clinics in many counties annually where every child with a hearing defect is examined by an otologist chosen by the county medical society from a panel en dorsed by the Sate Medical Society. This work is done by the panel members on a voluntary basis and it has been cousidered a privilege to hold these clinics. Thus because of the careful screening given all participants a group of otologists have been trained who know something of the occurrence of disabling car conditions among our school population and who are accustomed to think in terms of conserva tion of hearing. It should then be evident that a tabor pool plus the availability of a relatively un selfish and conservation-minded band of otologists has had much to do with the smooth running of our program in north eastern Wisconsin. Recently a group of Afilwaukee indus trial physicians supplemented in part by workers from the sub-committee on noise of the American Academy of Opthalmology and Oto-Laryngology, through their re search and studies both in plants and at the Wisconsin Sate Fair have been a con siderable source of inspiration and prac tical help. ' The exchange of information and tech niques between the paper mills on the medical and safety levels regarding the esablishing of hearing conservation pro grams has been free and complete. Almost the only limiting feature has been tnade- 67 1957 National Softly Congress quite medical budgets which do not fit We ail felt there was no point in making the expanding needs oi these programs. further plans until we know the results of It was suggested that it would be of in terest to your group to follow along with us as certain problems came up in the ad ministration of one program. A report from a personnel directed follows. these five examinations. When we have these we can discuss again any future steps or any plans to handle like situations. OTHER CASE REPORTS It is titled A Trip Report to Green Boy Plant on Thursday, July 25,1957. At the request of HN, a local engineer went to Green Bay on the above date and met with HX. RN, Green Bay Plant nrrse. M.D., otologist from Green Bay. and Dr. RM, audiologist trom Wausau. They dis cussed a problem which has arisen in Green Bay involving five employees whose follow up audiometric hearing measurements showed losses. These people are working in noisy areas in the converting department. NO PRECEDENT ESTABLISHED Since this is the first of such problems which have come to my attention in the company, there was no precedent for any type of follow up when subsequent bearing measurements show less hearing ability than earlier measurements. No WorkataTs Com The Report: MG. This man was 22 years old, single and had three years of military service as a paratrooper. His mother was quite hard of hearing and it was felt that the boy was duplicating her hearing loss. He left his job and did not return so no further follow up was made. The second 22 year old man DA--had a rather marked high tone hearing loss. He is in the Army Reserve and is going on active duty again In October. He says that his ears are so sensitive that they will ring after "even shooting a 22" and particularly after shooting on the nfle range. He stated that his ears were still ringing after being off work four days. He undoubtedly had rather sensitive ears but he had lost most of what he was going to lose and the re mainder of his hearing could be protected with ear plugs. pensation claims have been hied or requested by the employees to date. M.D. recommended that it would be highly advisable to determine whether or not the hearing loss resulted from or fol lowed some condition which might not be 'Xxupational. The first step would be a thorough otoiogical examination which might not be the result of exposure to noise. Dr. RM was of the same opinion. He felt that the first step would be to And out just what the condition was in each of ihese employee's cases. We might find dif ferent things and certainly the record o( a complete examination with the doctor's opinion could be of value should a claim be initiated at some later date. We discussed all of the angles thoroughly and agreed upon the following procedure to apply as of now in these five cases only, with no precedent being created. These five people were to be sent for an otologica! examination and he would re port to the Green Bay plant nurse on his findings and his opinion as to the man's condition and the causes thereof. The next patient is AL, whose audio gram showed a mixed type of deafness which fits with his history oi repeated at tacks of ear trouble with running ears as a child. There was some scarring of both ear drums and neither moved freely. This would indicate old pathology and might possibly mean that he is now possessed of a sort of "built in" pair of ear plugs; at (east, sound is not transmitted very readily through his middle cars. Patient DK age 24--has a rather marked hearing loss in his right ear for high tone*. The only pertinent point in his history is that he has an aunt who is quite deaf and that he hasn't been able to hear a watch tide with his right ear for a long time. It was not felt that this should be treated in any other way but by the use of ear plugs. Patient KC--has a moderate high tone hearing loss. His history dates back sev eral years when he was in military serv ice and operated a caterpillar and grader. At one time after dying from Japan to Korea in a dying box car his ears rang for sometime and he was unable to hear for three days. He stated that he had worked in the napkin department on a ma 68 * Industrial Safety chine whose metal gears Just "clanged in his cars." On his return for further study, he reported that he was cow on a quieter ma chine which was run by felt gears and there was no more ringing in his ears. NO SPEECH LOSS In analyzing these five cases, not one had any significant toss in the speech range. They all had, it is true, a high tone loss. None of these cases can rightly be at tributed to the environmental conditions of the mill and such a report was returned to tiie personnel director. .End of report All plant physicians and consulting otolo gists were agreed that the studies oi hear ing in the plants had resulted in no new problems. No claims have been filed as a result of this program nor has any par ticular unrest developed among the men in noisy areas. The reaction of top management to the conservation of hearing programs has been varied but on the whole has been extremely favorable. One plant manager thought it vas the most important of die fringe bene fits that labor has obtained saying that "it *Guld help the employees at home--even a pickle packer likes to enjoy music or hear fits wife's high pitched voice." A paper mill executive stated that it was working out as a good method of Improving mill--em ployee relations. FAVORED EXAMINATIONS Some of the examinees questioned said shey never had as thorough aa examination before and a few of them even ottered to pay for it themselves. One plant engineer said tliat through his knowledge ot the program he had beat (1) stimulated to put silencers on some of his vacuum pumps. (2) He had moved an op erator away from a chipper to a less noisy area and he went on to say that purchases ot all new machines were made with the noise that they* would make in mind. He felt that there was a good program in his plant but he said that the plane itself was not doing enough active research to noise controL Another engineer said that he bad his eyes or rather his ears opened to the prob lem when a draft curtain was installed around a corrugater to help retain heat. Several other machine operators around this installation, mainly girls, seemed to im prove in the efficiency of their operations after the installation of this draft curtain. He went on to say that the mill had given these people ear plugs when the draft cur tain was later removed with a 10 per cent improvement in the efficiency of the opera tion. Without much question, the plant nurses have been the most interested in the pro grams. Examples follow: Sfemogram written by a nurse--August 9, 1957; "M.D. is going to speak at one of the general sessions at the National Safety Con gress in October. He talked with Mr. W. about gathering some data as to what im provements have been made since He had a noise level survey. Mr. W. said we should give him all the information we could (no companies wilt be named). He would like some information concerning the converting department and raid he could study it over and then be able to ask some **mteUig-.t" questions when he meets with B in convert ing." Inter-office Correspondence--August 20, 7957: "Insulation of equipment for noise Is a continuing effort on our part. We do not have a decibel recording unit to indicate the severity of our machine noise, so it is impossible to give figures in noise reduction. New equipment is installed on insulation pads to isolate the machine from the build ing. If objectionable air-bome noises arc evident, a spun glass type of material is used. SPUN GLASS REDUCES NOISE We could write a case history of air borne noise on what we did on the band knife log cutter. After installation of spun glass materia] the noise was reduced to the point where it was no longer necessary to use car plugs. However, we did pot stop there, because at a later date we discovered mechanical features in the machine, that were at fault which were corrected and fur ther reduced the hazard. A case history in building-transmitted noise can be illustrated by what was done to the box facial cutting machine. Air-Ioc 69 1957 National Saftty Congrats vibration dampening pads, No, 4-17-4, were used to eliminate severe thumping noise that tvas being transmitted to offices on a lower floor." This paper has proposed methods of con serving the hearing of individuals exposed to noise levels which may under certain circumstances cause permanent deafness. The methods outlined are shows to be applicable to plants of various employee populations and containing noise exposure areas of varying sizes and Intensity. Sum maries are included of the experiences from the standpoint of safety personnel, man agement, the medial deparanents and the employees involved^ 70 OFF-THE-JOB - THE BIG TWO-THIRDS FIRST AID TRAINING -- A PERSONAL SAFETY PROGRAM by EARL H. MEON director. First Aid Service, American Red Cross, Washington, D. C We frequently hear five misstatements, about first aid training, which show that the individual has had little or no personal experience with the program or else his contacts have been bad Safety by itself has no content. It is a philosophy, a way of life, a hope. Only when safety is attached to something does content appear. When safety is related to operating a lathe, a drilling rig, a steam shovel, or an automobile It becomes real. It can be seen and even felt. The consumer becomes a part of the operation, thus a de gree of success is assured. Safety or accident prevention follows a dear pattern of CAUSE--EFFECT--PRE VENTION. First aid training follows the fssoe pattern but adds the important missing fourth item--C~A W P*_ Ajt tong xs humans perform tasks, accidents will occur. Any stfety program which omits the fourth may be hard to explain or defend. We all recognise the outstanding job safety engineering has done in industry. The record speaks for itself and management rapports and encourages the efforts. How ever. the off-the-job accident record does not reflect this same high degree of effi ciency. In your plant you have certain advantages and certain controls. You have safety direc tions that even include who shall do the job. Yon can enforce your directives. You can build safety into the operation. The worker can be oct&tzed with clothing, goggles, caries and ocher paraphernalia, to fact; you caa biia the am and his work in an proof ward for the six or right bear pciod be does his assigned tasks. Wfcat happens who be leaves his isolated bae<? Tbr puisuJin devices are no loeger there. TV twmctns <n ^ ttat made him safe for this period are often resented because they are misunderstood, or the man's co operation deemed unimportant We often overlook the ability of the worker to con tribute to safety and think safety. This is usually the key. When a worker becomes a partner in safety he feels a sense of ownership and a sense of responsibility. Safety takes on real meaning when the worker contributes. The battery of first aid skills taught, and above all practiced by the individual, per sonalizes safety. When the worker trans lates "falls" is terms of fractures and physi cal pain, and uses hypothetical problems to practice immobilizing fractures on fellow workers and friends, the association be comes a lasting one. ft becomes a sharing experience. It becomes a contribution to safety, not passive acceptance of safety. Equally important is the atmosphere of learning, and first aid training lends itself admirably to this atmosphere. In addition the knowledge and skills acquired are "portable," the application universal, and the benefits tangible. Improved judgment in evaluating potential hazards are a natural by-product of first aid training. The reme dial solution applied to accidents is of im mediate use. Educators say attitudes must be built before behavior patterns will im prove. WHV BOTHER WITH FIRST AID7 First aid training builds better safety at titudes. Eventually improved safety behavior will follow. There are no "short cuts." This takes time. First aid is more than apply ing a splint or wrapping a bandage. Ft is an integral fart of safety. It is not a special subject or activity for the few. Severe hemorrhage, stoppage of breathing, oral poisoning, and chemical burns, espe- 71 1957 National Safety Congress ciaJIy those about the face, can't wait for medical assistance from a renote part of the plant If the stricken person is to be helped, that help must be on the spot The best piece of emergency equipment 500 or 1,000 feet from the accident is just as use ful as an empty fire extinguisher at a con* flagaration. Dire emergencies are not the only conditions we must face. When someone is injured, other seriously or slightly, there seems to be a compelling need for those about him to move him "someplace"--it doesn't matter where--just as long as action is taken. There often isn't a reason for it Untrained people just feel that action must be taken and they take it. Secondly, the injured person feels a compulsion. He must get envoy from the offending object and unless he is uncon scious, he will exert every effort to da so. Training all personnel, not just "key" per sonnel, provides an excellent accident pre vention program AFTER THE ACCI DENT OCCURS. It teaches each employee to act promptly and efficiently when seconds count, react favorably when people insist on moving the injured for no good purpose, and protect injured workers from their own frightened actions. This training comple ments and supplements medical and health facilities; it does not replace them. Knowl edge of simple first aid principles can save lives, prevent minor injuries from becoming major ones, and major ones from becoming fatalities. There is no substitute for "onthe-spot** remedial and preventive action by fellow worker*. Some people feel training is time con suming and costly. If you agree that first aid training is part of your safety program however, the time and cost factors disap pear. But if you isolate first aid training, time and costs are terrific. Spot training never has been successful. Increased^incidences in other accident areas bring repeat performances of such spot training. If at the outset the needed skills are introduced as part of your on-going safety program, the temporary "one shot" costly training programs disappear. The en tire safety program is better understood and appreciated, and the worker takes more in terest in safety generally. Further benefits accrue when, in addition to life saving skills, common emergencies are discussed. recognition of skeletal injuries taught and 3 'the principles of transportation of the m. jured are practiced. Good industrial .safety 1 programs embrace all aspects of accident prevention. Knowledge of what to do when a serious injury interrupts normal operation is bath time and money saving. 1X3 FIRST AID COURSES MEET NEEOS? The "courses" are those prepared and , recommended by the Red Cross. In some ' instances these courses are used instead ot preparing a duplicate "plant" program fox more specific needs. There are minor areas where specific recommendations from the medical department represent departures in standard program planning. But these are minor ami do not concern hemorrhage oxygen embarrassment, or external and in ternal poisoning. Basle care for these in juries follow the same principles. Geo graphic locations do not alter them. . If there is a difference, it ties in the quantitv, type, and quality of materials on hand. Abundant first aid supplies readily available should produce better results than crude improvisions. If we deal with the principles and objectives, our problems in a!! areas are less. In first aid these prmcip!e are simple and well understood. Only whe? we make them complex do difficulties arise. First aid is pliable, adapable. Red Crus* courses or any other course in first aid ac be tailored to fit any special need. 9 I 9 Any course can easily be a "part" of your program. It should not be so forceful that the application of "plant** training i not readily recognised In hocac and consmunity accident situations. m 8 B V ARE RED CROSS COURSES TOO SPECIFIC? There is no first aid leather who with hold* information that may save lives. In his enthusiasm for the subject be may give you heated arguments abemt teaching only selected portions, but only because be is convinced that to do leas is a disservice. Often the requesting group wants employees to receive the Red Cross first aid certificate, but feels when the company's require ments are satisfied, the certificate should be awarded. This is known as "putting ibe heat 00" and causes "bade stiffening." Red Cross chapters are ready and willtug to assist with year problems and give help. 72 Industrial Safety jut when the work is Identified by a coeoIcied course certificate, it must be done wording to our standards. The quality ad integrity of the program was built on jgH standards accepted nationally. To sdl altar bills for ten cents In one state and . dollar and a half in another would moat trtainly make a mess of things. To fol- aw the same practice with our programs rould create a similar situation. Tim* when ertificaocm is involved, the course must be ompleted. Finally our real job is training leadership or you so that your program can be "self- -ontained." If yoa will train key people ta our plant (preferably foreman) to inter net and teach first aid at safety meeting* ir other opportune times, you will have idded an important and effective step Co nth your oo-the-job and off-the-job safety wograms. A new textbook accompanied by modern --ha tint bees oublished. to assist you. The American Red Cross first aid program started in industry. We think we can serve you better in 1957 than we did in 1907, To summarize briefly-- First Aid training is a part of safety and is preventive. Prompt remedial first aid given by those at the accident scene may save lives and most assuredly will help prevent aggravation of injuries. %Vben first aid training becomes a part of on-going safety programs, cost and time factors disappear. First Aid training is pCablc adaptable. It can meet specific or general needy. First Aid training is "portable." It m* SfSm iyywPByvto tw. ___ . ____ the detire for safety. It's good co-the- jofe ad off-tbe-job tmwaocc. Those trained in first aid have a better appreCaatiou for the total safety prugriui A 73 VISION IN INDUSTRY Responsibilities and Limitations of the INDUSTRIAL NURSE IN THE VISION PROGRAM by MARGARET S. HARGREAVES. R.N. industrial health consultant. Forest Hills, N. Y. Although an industrial eye program is considered just one of the components of a preventive industrial medical service, it is actually one oi the most important Eighty Per cent of all human emotions are con trolled by the eyes and our emotions, in turn, influence our state of health. her examples--i-t, shows as instance where labor relations were improved by better ejvs sigbt or, through analysis of her monthly medical report refers to specific accident cases that could have been avoided through the use of protective eye equipment, she wiQ gain the interest and support of management. When a nurse has full time medical djrec- tieft her responsibilities ue lessened and ber RAO SIGHT COSTS MONfiy limitations are clearly defined. Many nurses working in industry today, however, have only a part-time or a consultant physician to guide the medical service. This industrial nurse has responsibilities in five major areas in setting up and main taining a vision program. One nurse convinced management It was losing thousands of dollars in custscner claims because of an arbitrary company policy which would not allow waitresses to wear glasses. They were proud of the eye appeal their girls had without glasses bet ignorant that, because of uneorTccied vision, 1--She must plan and sell the vision program to management, the em ployee and supervision. 2--She must assist in establishing com pany eye medical policies and proce dures. 3--She must assist in providing ade quate care using ethical medical di rection and modern technics. 4--She must help to prevent eye injuries and diseases through proper testing, referral and eye protection for the employee. 5--She must assist in educating the employee in good eye health habits. Many opportunities for a good vision pro gram in industry have been lost because the program with its subsequent benefits was not planned, explained and presented prop erly to management. If the industrial nurse talus the trouble to secure informed, intelli gent advice, if she does a survey of ber industry to point up the eye hazards and the need for special visual skills, if she shows where spoilage can be reduced through improved employee vision, if she personalizes hot soup often landed in the customer's bp instead of mi the table. An eye program introduced by this restaurant chain prevented many other accidents when cooks and kitchen workers found to have impaired eyesight were referred for correction. Another nurse avoided a situation when an argument ensued over who would have window locations after a whole department moved from one fioo^ to another. Tbcse employees were all piece workers and their livelihood depended oo the amount and qual ity of work they produced in a giro; time. .\ quiet investigation by the nurse showed that the two complaining most bitterly ac tually needed vision care. When those two workers were fitted with proper glasses they were able and witling to perform their work in any part of the room- A recent study of 1,107 ocular ease* re sulting from industrial injuries showed that of 11 cases of glass foreign bodies in the eye, 9 were caused by flying objects tutting regular spectacle glass which broke and scattered bits of gbss. One nurse showed this study to authorities in her compuny and convinced management that prescription lens 74 Industrial Safety safety glasses were a good investment in their particular plant where flying objects were a distinct hazard. Still another case can be described where faulty vision nearly caused a faithful em ploye* to lose his job. This man was a truck driver for a beer concern. After 15 yean oi not having a single accident, he had three in a row, all costly and serious. He confided in the company nurse and told her of his concern and despair over the possibility of being demoted to a lesser paying warehouse job. She persuaded him to have a complete physical checkup which was available to all company employees on a voluntary basis and he learned he had serious but correctiblc vision defects. This man has since completed three years without further accidents and his health, happiness and economic security are all improved. The industrial nurse must be able to ex plain to management the difference between testing eyes and examining eyes. Sbe should be able to explain the differences between an eye specialist; as optometrist and an optician. She should upon request (if she docs not have a plant physician) direct manage ment to lb* county medical society or the local accredited hospital for consultation services and emergency eye car* with a competent ophthalmologist. More than one eye specialist should be available in case of emergency'. An eye panel should be set up and approved procedures outlined and posted. One of our leading eye specialists told me about a $60,000 civil suit pending as a re sult of a claim by a railroad employee who had a penttating injury of the eye. He was forced to lie in the company medical de partment without proper care for three hours because adequate emergency arrange ments were not available for such a case. He alleges that the delay in treatment caused him to lose an eye. In malting an eye health appraisal to submit to management; the National Society for the Prevention of Blindness, the loss prevention department of the company's in surance carrier, the local or state health department, the Council oo Industrial Health of the American Medical Association and private industrial health consultation firms will assist. Lighting, color contrasts, work methods and work stations should be thoroughly studied as well as the more obvious hazards created by poor housekeeping, dangerous tools, processes and other elements which could bum, injure, infect or affect the eye. Aging processes, visual requirements and present seeing capacity should all be eval uated. Once the vision program U accepted by management the next logical step is to draw up company medical eye policy and procedures by which this policy can be car ried out. In establishing a guide for pro cedures, statements of policy should be care fully worded regarding the fact that threats to the employee's job security are not in cluded in the program. All procedures thou/d be approved by a consulting ophthaU otologist. It is not enough to state, for instance, that all persons with penetrating in/aries of tile eye must be kept lying down and placed tender the care of an eye specialist at once. The method of doing this must be described, Lt, if the patient is to be taken to the physician he must have a sterile eye band age and must go by stretcher and/or am bulance if necessary. It is not enough to say visual testing will be done aa part of the preplacement exam ination. The method of testing, what persons will test and what will be done with the results must all be spelled out It is not enough to say Or. Jones will be consulted about emergency eye care, exam inations and treatments. Dr. Jones should state what drugs will, be stocked, how spe cial eye cases will be treated and what fol low-up care may be given. In other words --Dr. Jonas will be an eye consultant to treat eye emergencies, to give medical di rection for eye care and to indicate pre ferred methods of treatment before sending eye cases out for further care. In the third area of responsibility most of the limitations exist for the industrial nurse. Several leading industrial ophthalmologists suggested limitations they would tike* ob served. ' They unanimously disapproved of seri ous delays between the time they saw the patient and the time the injury oc curred. They were not referring to the patient who delayed in reporting his 75 1957 National Softly Conoras injury but rather to the persons who do act send a serious eye case to aa eye specialist immediately after the person reports to the medical department. They arse that specialist attention be given at once to serious case* in order to lessen the number and severity of complica tions. They agreed that it would be ins* possible, impractical and unnecessary for them to see nil industrial eye cases. Bat they were emphatic to requesting that serious eye cues be placed under the care of an eye specialist as quickly as possible. The physicians entiled medical personnel for failing to sell management on the values of eye testing, eye examinations and eye protection. They said many occasions occur when as adequate eye examination alerted the physician to other health impairments such as diabetes, high blood pressure, and brain tumor. The direct relationship of eye sight to general health is not appreciated The taxrse should have a means to test visual acuity. It is important that both eyes are tested during the first visit to report an eye injury. The second unanimous opinion was that the curse should cot be allowed to use ointment* in emergency care. An oint ment-filled eye often causes a delayed diagnosis and treatment There are many methods by which an industrial nurse can educate employer and employee regarding goexf eye health. It is said that 90 per cent of all eye injuries are preventable. If so, it should he easy to per Next they urge that an eye containing as embedded iordga body is the coma should have a sterile eye patch applied, and the patient should be sent to an eye specialist. Most of the physicians cautioned about the penetrating wound. They urged no suture treatment for a lacerated eyelid. When they were told suturing did not come within the scope of a nurse's duties they said some of them use "butterflies.'* All physicians emphasised the WATER IRRIGATE, WATER IRRIGATE, WATER IRRI suade people to do themselves a favor by protecting their eyes from injury and mainearning good eye health. One nurse who worked in a plant with numerous eye hazards mad* a campaign of assisting the employee in getting proper fit ting prescription glasses. Her plant man agement installed a dashing red sign whm dry grinders are in motion. She sets a good example by wearing accessary equipment in stated areas when she is making her rotmds. Every morning she has an extra pair of goggles placed cm each machine so there's no excuse like: *T forgot my goggles to GATE treatment for chemical eye day." bums. She has well marked eye flushing ma Some of the less serious but justifiable chines in areas where chemical splashing complaints were alleged rough handling could occur and once a year she conducts a while examining the eye, use of unster- safety meeting devoted exclusively to care ile technic, failure to take an adequate and protection of th^eyes. Perhaps yon history, giving the patient a prognosis think this nurse is over-empbasrisg a sin or diagnosis. gle phase of an overall preventive irwfial One physician deplored the use of dirty eye charts in testing and poor illumina tion in the testing area. He wanted about patient pressing his eyeball with his hand while covering it during an examination. He should be instructed to cup hi* hand or better still, use a piece of cardboard aa a shield. Another physician deplored the lade of available modem technics such as plastic irrigating bottles and plastic disposable eye droppers. He said many industries still use outmoded eye cups and argyrol solutions. program. However, she reviewed several years of claims cases and found that the most costly and most frequent cause of in jury in her particular plant was concerned with the eyes. Another muse worked to a printing es tablishment, There were daily hazards of close work and the additional hazard of aa aging plant population with aging processes affecting the eyes. She sold her manage ment, employees and supervisory men aa an eye progrant. Ptodnaka has increased, absenteeism decreased, and the eooooauc state of the employees and the community has shows a gradual steady improvement. 76 Industrial Softly The employee will be more apt to give his wholehearted cooperation if he's convinced ibat preventive eye health measures will di rectly or indirectly benefit him. Supervisors should understand and fully cooperate with the aims, objectives and pro cedures of the program so that they can iflswcr all employees' questions regarding he purpose, scheduling of vision tests, re ferral system-and use of eye protection methods. In the eye health education area, the ours* must include all the key groups in the industrial family as well a.- he individual. Hie personnel department is thus assisted in properiy placing the employee, the safety department will be interested in reducing accidents of all types--not just those of the eye, the production department will lean that the working efficiency of the em ployee is directly related to his seeing ability at the work station. Seeing is a universal and powerful factor in the everyday performance, efficiency, com fort behavior, safety, health and happiness of every individual. We industrial corses are in a position to help management build and maintain good eye health, THE EMERGENCY TREATMENT OF CHEMICAL INJURIES TO THE EYE by DR. RALTH W. RYAN M. D. M. S. OpMk, Morgantown, W. V*. This dicussio(t will concern injuries of the eyes and lids mused by direct contact with corrosive, irritating, or otherwise in jurious chemicals. Tbe type of tissue injury varies with die chemical properties of the substaoce involved and the effect of that chemical aa five tissue cells and structures. The mode of injury for various groups of chemicals will be dis cussed fcuer. Whatever the chemical factors, the effects cq the injured worker may be: Cl) Temporary, partial or industrial blind ness : Inflammation or protein dan(oration may make the dear cornea or window of the eye opaque or trans lucent, or the inflananation may cause so much swelling of tbe lids as to close the eyes. (2) Permanent disability, ranging from partial to total, may come from scar ring or distortion of the cornea or fids. Scarred tissue may contract or one healing surface may adhere to another. Damage to th* clear cornea of list eye is the most serious. Mild injuries may cause only temporary clouding of the cornea, but when the transparent window of the eye becomes translucent or opaque from scar tissue formation, useful vision may be seri ously reduced or destroyed. The cornea may become white with many blood vessels through it. Sometimes the injury is severe enough to cause perforation of the cornea with loss of the contents of the eye. Repair of damaged cornea by corneal transplant is difficult and emtnovc. Damage u I ' may be mild, the inflam mation causing them to swell shut for a time. Permanent scarring and contracture may expose the cornea to drying, impairing vision. However, lids can more easily be re stored surgically than can the cornea. SEVERITY OP EYE INJURIES Injury to the eye from chemicals varies widely in severity. The three primary fac tors determining severity are: --Properties of the chemical --Concentration of the chemical --Length of exposure to the chemical ' There are hundreds of chemicals which might injure the eye by contact A large number of these have been studied sod many are listed in a manual entitled `Toxic Eye Hazards," available from the National So ciety for the Prevention of Blindness, Inc 77 1957 Nations! Safety Congress Ccesideretion of the** many jubstances will be simplified by classification into group* by their chemical properties and hence by their mode of action on tissue cells. alkali was very strong; if it renamed m contact with the eye for more than a nm. ute or so, or if it was not irrigated for sev eral minutes with water. The alkali seems A practical classification divides them into: (a) Alkali* * Cb) Add* (c) Organic solvents to be released slowly from its combination with the cells and can affect other cells. Fresh cement or plaster are common forms of alkalis which often cause severe eye in juries when not treated properly. Often the (d) Detergents (e) Irritants and allergens (f) Pharmacologically active chemicals (g) Radioactive chemical* Members of these groups exist in solid, liquid, or gaseous form, or can be finely divided into dusts, fames, or mists in the air. The eye can be injured by any form of discomfort is minimal for hours, but scarring may result later from a deep burn of the cornea or lids. Common alkalis arc: (a) Lye (sodium hydroxide) (b) Lime (c) Ammonia (d) Fresh cement or plaster certain chemicals. Gases, solids, or mists, when in contact with the moist surface of the eye, may quickly form a liquid solution. Classification is complicated by overlapping of the groups. As an example, dimethyl sul fate may injure the surface of the eye by its organic solvent action, but its most damaging effect comes from release of sulfuric add as it hydrolyzes on the moist eye surface. Detergents and soaps may affect the eye by changes in surface tension, but they also have acid or alkaline effects on the eye. damage from acids Acids tend quickly to coagulate or dena ture the protein of the skid covering the eye. This denatured protein does not imme diately soften and break down; it thus acts as a barrier to slow further pentetration of the acid. Since the acid is not significantly fixed in the tissue, it may be washed out completely enough to prevent continuation of the bum. Damage from arid bums varies with the strength and type of arid. AH cases are DAMAGE FROM ALKALIS Alkalis are la general the most injurious of ail chemical substance* to the eye. This it because of: likely to show an inflammatory response; If not washed out of the eye promptly, the injury may be severe with much scarring. The effects of arid bums can be determined soon after the injury, if the eye has been (1) Rapid penetration and denaturation well irrigated to rid it of arid. of the tiisoe and particularly the cor nea. (2) Fixation of (he alkali to tissue pra ters so that the burn continues to progress mridionsly for hour*. Alkali* cans* swelling and break down the Examples of common industrial adds are: (a) Hydrochloric (b) Acetic (c) Sulfurous (d) Nitric rids mriacr of the eyeball and lid*, the tissue becoming soft and jeUylike. The alkali then penetrates rapidly through the tissue. Some alkalis baro beat detected in the aqueous humor of rabbit eyes within a few minutes after being placed on the cornea. The com bination of the alkali with tissue substance may** it impossible to remove it completely even with long periods of bathing the tissue a water. Per that reason, alkali bums of the eye lead to become worse; particularly if the damage from organic solvents Organic solvents may penetrate the skin covering of the eye because it has about 100 times as much fatty material as deeper tissues. Penetration of the deeper tissues by such chemicals is slow. Since the injury is usually painful, it receives attention. Skin of the cornea and conjunctiva grows back quickly with little damage. Eye damages from this group of chemicals are not often severe unless the chemical has other delete rious effects beside* its solvent action. 78 Industrial Safety Ccosnoo solvents are; (a) Alcohols k (b) Gasoline (c) Carbon-tetrachloride (d) Ethers Peonage from Detergents Detergents and soaps have come into wide{prexd use and are present widely in indus trial processes. There is frequent eye expo * sore to such substances, due to the tendency to consider them harmless. They not only may penetrate the skin covering oi the eye. due to their detergent action, but some have considerable alkaline or arid reaction is solution. Irritation is often marked, but serious danage is not common. There may be temporary wcapadtation due to inflammatory reaction. Common detergents in use are: (a) Washing powders (b) Soaps (c) Zephiran (d) Sulfooaiedotls Damage from Irritants and Allergens Irritants and allergens act in various ways to cause inflammatory changes in the slon and underlying tissues of the eyes and lids. Congestion, itching, and swelling may be caused, leading to lost time is industry, i Long continued irritation of the eyes may lead to changes such as pterygium (a growth on the edge of the cornea} or spastic en tropion fa turning inward of the edge* of the lower lids). These conditions require surgery for correction. Some of these substances encountered in industry are : (a) Acrolein (b) Formaldehyde (c) Tobacco dust (d) Wool dust Damagt from Pharmacologically Active Chemicals The cornea of the eye readily absorbs sig nificant amounts of many chemicals, the material passing through the cornea to the aqueous in a matter of minutes. These chemicals may commonly cause such changes as dilating or constricting the pupil and in creasing or paralysing the accommodative ability Of the eye. Some of the more com mon chemicals of this type are: Atropine Scopolamine Hotnatropin* Belladonna Pilocarpine Eserin Phosphate esterinsecticide* Di-isopropyl-floorophosphatc (DFP) W ' Damage from Radioactive Chemicals This category* while relatively new, is likely to assume more importance yearly. Handling of radiaariive materials has beat extremely cautious, but as the use of isotopes becomes more commonplace, our carelessness is likely to increase. Chemicals which also have other injurious properties or are irri tating are likely to be noticed and the in juries treated. Non-irritating chemicals which are ab sorbed by sltio of the eyes or which come in contact with the eye frequently would be expected to cause insidious damage. We have little actual experience to evaluate the extent of this hoard. The mining and proc essing of radioactive ores may lad to long exposure of the eye* to radioactive dusts and mists. Damage from radioactive substances will vary with the type and amount of radiation emitted and the length of exposure. Tbe effect is cumulative. Damage to the eyes would involve primarily the lens, retina, and optic nerve. Radiation cataract from lens damage is well known. Loss of lashes and brow* might occur front radiation exposure. Some radioactive substance* that may be encountered industrially are; (1) Dust from uranium ore (2) Mists from uranium ore concentrates (3) Radioactive luminous points (4) Pharmaceutical radioactive isotopes TREATMENT AT WORK First treatment of the employee suspected of having a harmful chemical in the eye must necessarily be at or near his place of work. Severity of the injury can be lessened by twiwitwiring the length of exposure to the chemicaL The loss of extra seconds before the chemical Is bung washed out with water may mean toss of useful virion in the eye. Water is tbe universal solvst and U the most universally available irrigating mate rial Therefore, employees exposed to harm ful chemicals should be trained la reeognix- 79 1957 National Safety Congress ing the quickest means of washing aa in jured eye. Whatever the source of wash fluid, employees must know in advance the difficulty of opening an eye burned by chem icals. another 10 minutes of eye irrigation shoulc be carried out. Disposition of the patient from this point will depend on whether the history and Rather than merely flushing water on the eyelids, often a piece of paper towel or a pocket handkerchief Will enable the fingers to pull the lids apart so that the water reaches its objective. If available, a few drops of such topical anesthetics as OlS per cent ophthaine or pontocaine remove lid spasm and greatly improve the effectiveness and case of irrigation. Almost any means of applying water may appearance of the injury warrant immediate referral to a physician. Any case showing fluorescein staining should be seen by * pbysidan. The firs* aid nurse may instill topical anesthetic drops and place a tight eye pad over the doted eye. If not sent to the physician, it should be explained to the employee that pain-relieving drops were used. He should be required to re-ram within 24 hour* for removal of the eye pad. be used in an emergency. The commercial eye irrigating units, safety showers, jet drinking fountains, and shallow basins are best, however, irrigating hose connections can be improvised along small cold water lines near working places if provision is made for controlling pressure of the stream of water. TO RELIEVE FAIN If "standing orders'* call for further treatment in the first aid room, a combina tion of a pain-relieving ophthalmic ointment such as phenacain* or pontocaine and a bacteriocidal or bacteriostatic ointment con taining sulfa or suitable antibiotic drugs may be applied before the eye pad. Peni In locations where hazards are great, a cillin ointment is not desirable because of bottle of sterile water with siphon rubber hose connection may be arranged above a bench or low table where the injured worker may be laid on his lack for eye irrigations. Touring water in with a clean glass is better than use of eye cup. The principal objective is to keep dean water passing over all the exposed eye surfaces to remove the chemical as rapidly and completely as pos sible. Effective irrigation should be carried out for at least 10 minutes, without stopping to resiliency of allergic response. Corticosteroid drugs such as cortisone or prednisone should not be used unless ordered by a physician. This is because of the danger of aggravating undiagnosed herpes simplex (fever blister) virus infections of the cornea. These sometime* may be in creased greatly in severity even to loss of the eye by corticosteroids. Handling all severe chemical burns of the rve should be left to a physician after the first aid treatment. move the employee to another location. While cleansing the eye, all available infor mation should be obtained as to the exact nature of the chemical involved and ail Other peruoent details oi the injury. The use of buffered irrigating solutions has been considered for years. The purpose of the buffer U to neutralize any alkali or acid in the eye and restore normal pH. The idea is logical, but aJJ attempts at nich TREATMENT IN FIRST AID FACILITY The person administering first aid may instill two or three drops of a topical anesthetic such as 0.5 per cent ophthaine or pontocaine rin the injured eye. Irrigation can then be continued for 10 minutes under more favorable circumstances, while a his tory of the accident is pieced together. The eye should be carefully examined under magnification and any solid particles of chemical carefully removed. Fluoreseda is then applied by one of the satisfactory techniques. It green staining resuits or if the chemical is suspected of being an alkali, BO treatment have shown it to be impractical. The newest neutralizing buffers advertized commercially for industrial use share the disadvantages of the old. First, all such solutions are designed tor alkalis and acids, whereas it is often im possible to know quickly what chemical may be in the eye. Chemicals may have many injurious properties beside* being add or alkaline. In the second place, buffered solutions carmot be made as universally available as water to the person who suddestiy finds his eyelid* clamped tightly shut after a splash of strongly irritating chemical-^ the prescription safety goggle problem by DR. E. J. SCHOWALTER medical director, Western Electric co., Chicago The objective of a prescription safety oegie program is to facilitate wearing well- atting, optically precise safety goggle lenses I isd frames selected for on-the-job needs oi all industrial workers exposed to eye -atatds. . To accomplish this objective to the comsatisfaction of employees, manage, -eat. and the optical profession is the pur- rose of the prescription safety goggle prob lem. The various aspects of this problem dnter within an individual plant, between plants and in various parts of the country. Eye accident data, and job analvses by safety experts furnish the information to determine which workers are exposed to eye 'wizards. Prescription safety goggle frames must have the <ame advantages as Plano safety er'ggtes- They should be strong enough to withstand trauma and especially selected io protect the worker against the specific haz ards of his job. They must be rigid to achieve and mainrain correct positioning of the lenses. There fore, frames for round lenses, with flexible bridges and temples which can't be adjusted ire not satisfactory for prescription safety joggles. Management should select prescription goggle irwr.es in accordance with the above principles not because of cosmetic reasons. However, safety frame# need not be cos metically unattractive. After alt the require ments have been met. selecting cosmetically acceptable frames will promote wearing pre scription safety goggles. Prescription safety geggle tenses must meet the same standards for safety as Plano safety tense#. The American Standards Association is sued specifications for lenses in order for them to be "safety' lenses. Those lenses which meet these specifications must be marked with the manufacturer's trademark, so each safety processed lens can be identi fied. It is good practice to test safety lenses on a "spot cheek" to insure they meet the American Standards Association standards for safety. Workers needing safety goggles whose unaided vision does not meet a predetermined standard need prescription goggles. Out standard is as follows: Snellen Equivalents Far: Both 20/25 Right 20/30 Left 20/30 Jaeger (12-14") Near: Both JO Right .75 Left JS In addition workers needing safety goggles ujio have eyestrain complaints with Pianos should have prescription lenses. U an oncmployee complains of eyestrain when wear ing Pianos, check the Plano lenses to be sure they meet the American Standards Association Standards for Plano lenses. If a worker needs safety goggle* and his job emails special visual demands he needs the help of prescription lenses. The follow ing information must be supplied to the retractionist r The actual distance (measured) from the eyes to die visual surface of the job. 2. If more than one seeing distance is required, each should be measured and re corded. . 3. Any job requiring out-of-the-ordinary visual positions should be carefully described, and if necessary, the refractionist should be requested to observe personally the job. tn addition to prescribing single vision lenses and regular bifocals, it is sometimes advis able to prescribe inverted bifocals, or tri focals with one segment above and one be low, or other combinations. If workers do not provide all visual requirements lor the job their safety goggles should be re fracted- Deciding who should do the refracting is a problem. The overlapping interests of optometrists, ophthalmologists and opticians could hinder public relations unless company policy is carefully conceived and admin- 31 19$7 Xaiiofiai Safety Congress Ixtered. Refractions for prescription safety When disposing the goggles, he must gngyles should be done by either: give strict attention to the alignment of A. Aa ophthalmologist interested in re optical centers, distance of lenses from eye fractions (Most, but not stil of them, are.) B, An optometrist who is well trained in refraction techniques and has adequate train and fit and comfort of bridge, nose pads, and temples. The final step is to send the enpfoyee to ing in recognizing the presence of eye disase. An optometrist must work in collaboration with an ophthalmologist or a medical direc tor, referring all cases of eye pathology to him. The employee can be sent to his own refractioxdst especially if the employee pays for his own refraction. This results in the best possible public relations between man agement and the optical professions. However, the employee can be refracted by a company employed refractfcaist. In my opinion this facilitates the best possible control over the prescription safety gpffgtc program and is the most convenient program the refractiooist for a final checkup, to assure all necessary requirements have been met This is desirable for public relation* as well as for technical reasons. An onployee could have the best goggle in prescription and safety, and it would be useless unless he wore it all times when ex posed to eye hazards. The very provision of a quality product does much to insure the wearing. The more acceptable goggles are cos metically attractive: After all safety and refraction requirements have been met. the acceptance rate or "wearing'* rate is higher with good looking frames. Goggle wearing must be enforced. to administer. The "vision for the job'* WHO PAy$ FOR REFRACTION concept is easier to obtain, and results in AND GOGGUS7 fewer unsatisfactory prescriptions, and hence fewer lens replacements: Thirdly, the em ployee can be referred to % Panel of refraction&ts. There are three possibilities -- manage, ment, the employee, or the cost can be divided between them. A. There are advantages if management Safety lenses should be fabricated from ophthalmic quality glass or plastic with the same optically desirable qualities as top grade prescription ophthalmic lenses. Is addi tion, safety tenses will be thicker and must be heat treated. assumes the entire cost. 1, There can be no resistance towards the program by the employee because of personal expense, either at the time the original, goggles are supplied or when re placement becomes necessary because of job OBTAIN OPTICALLY PRECISE LENSES transfer, or a change in prescription needs. An optical supply house should be selected which can consistently turn out a quality product matching the refractiomst's prescrip tion. False economy should not be attempted. There are many technical problems in fab ricating top quality prescription safety lenses and only the best lenses will prove satis factory. A 2. Management can chose the method or ptan for refraction. La.--own refractioobtoutside rcfractiomsts, or panel 3, This practice assures the quality of the goggles and the "eyes for the job" con cept can be maintained. 4. Management can insist that goggles re main at the work location if this seems desirable. A necessary step to insure optically pre B. There are advantages of the employee cise lenses is routine inspection of lenses by assuming the entire costs. the dispenser or rcfractionist. To assure well fitting prescription safety goggles, there must be a correlation between frame and face measurements. Either the ). Best possible public relations between management and the optical profession be cause employee will choose own refractioaist. 2 Some companies claim employees take reactionist or dispensing optician must better care of own personal property. incorporate into the order the P.D* leis C. If the cost is divided between manage size, bridge size, and temple length. ment and the employee, there will be a &? Industrial Safety compromise between the advantages fisted I ^ "A" and "B" above, p if the goggles are paid for by employee, he should be allowed to use them outside (he plant if he wishes. If paid for by man agement, management can control their use. A. Advantages of keeping the goggles In the plant: i. Many prescriptions are only satisfac tory fr the job and are not proper pre scriptions for use away from the job. must be given a note with his goggles which states his prescription is proper for vision at work, and not necessarily correct for use away from his job. He should consult his own refractioaist before using goggles away from the job. When employee leaves the company there is do advantage for management to keep the guggles, other than the slight value of redaimed frames. Lenses cannot be used by others. We allow employees to keep pre scription safety goggles when they leave, and 2 Prescription goggles will always be at hope we may occasionally save an eye. work--not left in the other suit, oo the Our plant began a prescription safety dresser, or lost. X There can be no adverse public rela- uons reactions from optical professions who might believe they lost business because the ` company provided the worker with goggles be can use as personal glasses. B. Advantages of allowing employees to wear goggles away from the plant: 1. Many eyes have been saved because racn wore safety prescription goggles away *rnm the plant. goggles program in 1925. There were ap proximately the same number of exposure hours t&en as now. Our plant had 522 disabling eye injuries in 1924. We have had no disabling eye injury since November W54. The last eye lost due to an acridmt in our plant occurred in March 1952. Certainly ussy eye aeridats have been prevented as a remit of unproved job safety engineering. But as many have bees pre vented by our prescription safety goggle 83 Industrial Softly VISUAL AID TRAINING FLANNEL BOARD DEMONSTRATION , by D. D. MATH* supervisor, safety & welfare dept., Jones and Laughlin Steel corp^ Pittsburgh. Pa. A few years ago, our general office safety department issued a revised edition of safety rules for electric overhead traveling crane operators, crane directors, hook-up men and repairmen (cab operated). We at the Pitts burgh Works division felt that a special course should be devised to explain stet by step how to apply the various rules as they pertain to the operations and minor and major repairs. As we pieced the course together, it be came apparent that we needed unique visual aid materials to give our presentation a boost. It was decided that beside a black board and a flip chart for presentation of the material, we would construct a model crane and crane runway and assemble it piece by piece in front of the students. parts of the crane, crane runways and posi tions of personnel. A* we discussed the rules, we could make the full assembly simitar to putting together & jig-saw puzzle. Of course, the main ad vantage of this flannel board presentation is that it enables us to put together a crane in front of ait the group. We construct everything from the building columns 10 the crane indicator lights. Naturally, the parts of the crane--hoist, indicator lights, etc., are made more familiar to the students, especially new employees. Besides this, we fed our flannel board visual aid is economical. The crane visuals were made by our sign shop at Pittsburgh Works for a moderate cost of $25 a set. The flannel boards may be home-made or pur- LIKE JIG-SAW PUZZLE Realizing that several sets of material would be needed because we had 5,000 people to train, the flannel board presenta tion was developed. We painted a erane scene with crane, crane runways and operat ing personnel on cardboard and then put them in sections to represent the various ciiased from a supplier for about $50. Perhaps the main limitation of the flannel board is that it loses its effectiveness as the size of the group increases. As a group gets larger, students will be farther hack and it is impractical to enlarge the pieces and the flannel board because they become cumbersome to handle. We suggest the group not be greater than 25 in number.^ FLIP CHARTS by T. F. WICKORO safety supervisor, Commonwealth Edison co., Chicago The printed word or picture tells the the story. Many pieces of hand-out material used at safety meetings or for safety in struction might be made more beneficial if the important points are emphasised. The safety story needs to be emphasised, and flip chans can give it that novel, yet posi tive, emphasis. Flip darts are eye catching and they simulate the thought provoking fit processes. There are various types and de signs of flip charts- The Safetygraph is a package job devel oped and sold by the National Safety Coun cil. It has very fine acceptance because it tells a story, adds color, humor and stimu lates thinking. The cost of the safetygraph is about $9.50 per copy and about $4.00 for the easeL Volume printing permits this very liberal price schedule. About 30 different subjects are covered by safetygraph*. The secret of the safetygraph is the audience participation that develops as the story unfolds. The audience sees the large, veil drawn, colored picture while the one these accidents. The charts remind them that the hidden costs may be two to four times greater than the direct costs. These charts were used in more than a dozen management personnel meetings. They were made by a local show card writer at a cost oi $30 per set. conducting the program stands behind the istetygraph tooldog at a similar, but smaller picture with prompting questions and a discussion outline printed with the picture. With just a little practice an inter esting session will reward the discussion leader. The jafetygraph is a simple but effective visual aid. It U easily transportable ind the story is as good a year from oow as it is today. Safety-graphs are excellent for small groups of people gathered around it This would be one of its major limitations. GOOD PLANNING. GOOD THINKING A type of flip chart designed to embellish the printed story of material published by organisations such as, the National Safety Council, the Edison Electric Institute, and others, makes a perfect visual aid. The charts can be used to explain recent acci dents or as a job training media with safety being kjjvnoted. If planning is discussed, and to a degree there is some, is it good planning? When thinking is discussed, is it correct thinking on the part of the foreman and members of SPECIFIC ft/P CHARTS One type ns used in conjunction with "Instructors Handbooks'' to train 200 in structors and then used to carry to 16,000 employees, in various areas, the story of the new "Back Pressure Arm-Lift Method the crew or the individual involved? If there is--what caused the accident? There is usually a lot of talking on the job. But. as a means of preventing accidents, we need more talking about the job. All of us hear about defensive driving, of Resuscitation'' which our company adopted as the standard method. It was a silk screen job with 18 charts bound and placed in an easel. This neces being on the alert, watching the others, an ticipating movement of others. What we need i$ more defensive thinking on our jobs as a means of preventing accidents. sitated a different type of easel ihaa the safetygraph because of the size of copy desired. \V used about 150 copies at about This material published oo the three R's of electric utility safety by The Electrical World--on Routiner--Risk--Remedy--can be $15 a copy. The chart is still being used utilized in many types of meetings- Every tor refresher courses to new employee job has its routine but there are risks in groups. special charts volved in those jobs. But, by using the proper safety techniques, the remedy is trade known and followed to prevent injury. Thu is an interesting type of flip chart to tell the story of `'Attitudes.*' A single copy put together by a local show card writer ran about $12. This chart was used in 80 scheduled meetings around the com pany system and can be reused for new employee groups. Charts used for management groups and tor basic supervision courses are necessary to show where and what action must be taken by member* of these groups. The charts portray the seriousness of the acci dent situation in their respective areas and also company-wide. It reminds them that a safety problem is one dealing with human beings and it also shows the terrific cost these people and their company pay for These charts were used in more than 50 meetings and can be used in training meet ings for new employees. This set ran about $20 aad was put together by a local show card writer. PICTURE STORK Another type o special flip chart is the "Picture Story." It was used in conjunction with a written script entitled "He Used to Be--,** given below, which also covers atti tudes, This was used as a windup to a safety meeting in this manner. We have used two sets of these cards to cover our company areas. A set of seven cards ran from $40 to $50, depending on the amount of copy required from the show card writer. 85 These are a few applications of flip charts which we fed Have been used successfully at many meetings. We would, however, vary the use of flip charts with other media for other meetings during the year, "HE USED TO BE .. He used to be a real "hurry-wart* First one off the truck--first out of the plant First one out of the yard. First one through the intersection . . . but there's no rush now. He's got lots of time--an eter nity of time. He used to be a great grumbler. Griped about all the stupid people he worked for. Griped at safety meetings about all the "dull gulf* he had to listen to ... but there's no grumbling now. He's quiet, real quiet. He used to be the super-aggressive type. Bulled his way through, pulled disconnects and cut wires without bothering to look or think , , . but there's no blind motion now. N'o motion at all. uiliw in jiiiumit nun. ua cm. ri calm, and still. He used to be the absent-minded land. Forgot to signal Forgot to look over the job. Forgot to check fats rubber goods and ropes . . . but there's no forgetting now. No remembering, either. He used to be the chip-on-the-shoulder type. Had alt the answers. No foreman or crew leader could tell him what to do. He'd do it his way . . . but there's no back-talk now. No talk at alL He used to be the real dare-devil Loved to risk his neck. Loved to take the danger ous shortcut. Got a real kick out of taking chances > but there's do chance-taking now. No taking anything, not even a breath. "He used to be . . .M A sad story that will be written again and again and again As long as we don't eliminate our senous faults, there's an excellent chance that they will eliminate us . . , there's no exaggera tion about that now. It's right. Ic's dead rights**. I COMPANY MADE FILMS by A. f. HANS assistant manager of safety, Standard ON co. (fnd.J, Chicago Morion pictures are generally regarded as the most effective media is the field of train ing However, the high cost of profession ally produced films, which run between $1,500 and $2,000 per minute of finished production, has resulted in little use being made of this type of training aid by indus try m dealing with subjects relating to spe cific company operations. By application of tbc "do it yourself" principle so popular today, any company or group can produce a quality film for an amazingly low cost. As proof, tbc employee relations deportment of Standard Oil com pany fIndiana) produced "Blind Spot,* a nine minute; 16mm color with sound mo tion picture for $1,500. The film deals with 86 a specific problem, backing accidents, the most common type involving some 4,500 ve hicles engaged in home and farm deliveries. Here's a brief account of bow the film was made to encourage others to attempt i project of this kind. WHITING--PiRST ST The first step was writing the screen story. A straightforward approach was used, covering five typical situations most commonly involved in backing accidents. Human interest was added by opening with a dramatic example of the won* possible outcome of a hacking accident -- running over a little girt playing behind a track which had just finished delivering fuel to a private home. mthususue and competent amateur pooiSE^" rapher. Although be had no experience m filming a complete sound production; be was willing to take on the job of shooting foot age for this company picture. He worked out a detailed shooting script aod planned long, medium, and short range shots in con nection with each scene sequence. The importance of this phase of planning cannot be overemphasized because it spelts the difference between an amateur and a "professional'* finished, product. Finding suitable locations was also doue with care. Consideration had to be given to camera angles, shadows, and natural light density. CAST SELECTED Selecting the cast was not difficult. Home owners who were approached were easily persuaded to cooperate even though they were not Standard customers. People who lived in the neighborhood agreed to play the parts of the mother, the child, and other roles. Of a cast of 12, only the three main <iantciers trere Standard employees. The others volunteered, receiving only the basic SI fee for their signed release, plus, as a hours; 7UU teet ot him was exposed, rao-tographic equipment was a Bell and Howell 7DDL three lens camera. Kodak Commer cial Kodachrome was used to maintain color quality through production prints. There were 55 scenes in the script as finally revised before shooting. A black board was used to identify each scene to facilitate editing. Final editing and lab oratory work wa handled by a professional film laboratory. Their technical services included preparing the rough and final cut, recording; mixing; and preparing the an swer am?release prints. 'the film oseg some short lip sync se quences, with the truck driver acting as the commentator throughout the picture To place him in character immediately, an early shot shows him in the cab of his truck looking into the camera aod talking. The sound was dubbed la at the laboratory with a professional commentator supplied by them. "Blind Spot* has been well received by those whom it was intended to reach. The employee relations department is plosed with its first entry into movie making and is planning to produce anotherAt STAGETTE USED IN "THE DESTREHAN STORY" by J. S. HAMBLEN safety director, American ON co.. New York city The stagette used in presenting "The Deatrehaa Story" enables the speaker to change quickly to either of three types of visual aids without distracting the audience. In fact, the change from one medium to another holds the attention of the audience and is the chief advantage of the equip ment Interest is never allowed to sag and attention is stimulated by changing smoothly from peg board posters to flannel board strips, to color slides in any order desired. The four hinged sections fold compactly like a "W" and fit into a case for easy portability and shipment. Lights concealed back of the headboard illuminate the peg board and flannel board and are operated by remote control switch and cord by the projectionist. The projec tion screen also is concealed back of the headboard and Is raised or lowered by the speaker as required. The speaker wears a lapel microphone and has both hands free for removing peg board posters, changing flannel board strips, or lowering or raising the screen as called for in the script Both the speaker and the projectionist have scripts marked with cue words for the color slides. There is no waiting for slides or saying "Next slide please"; the correct slide is there when the cue word is spoken: the lights in the stag es** arc snapped on or off when the speaker . 87 /PJ7 Motional Safely Congress Industrial Safety raise* ot tower* the screen. AH instructions far light* end screen and the slide numbers a/e corked in the right hand margin on the script CONSTRUCTION OF STAGgTTE The stagette is made of wood and mssootte, The bodbcord is is two tecdotf* bolted together at the center, and the length is each that the two peg board wings are held at sufficient angle to the flannel board sections to make the stagette self support ing os the table. The flannel board* tiit outward at the bottom and are held out by the hinged 10* by four inch by three-quarter inch blocks. The peg board chart "Safety" hangs oo the top left of the board The left Half of the flanoel board bearing the strip "`Safety Committee" is hinged at the top to another' piece which is screwed to the front of an other piece, The parts for the right half ot the stagette are symmetrical with those on the left The screen is an ordinary commercial screen removed from lb* stand. The sent? case is fitted with two slotted pieces of strap iron which hook over the two screws back of the headboard. The screen rolls up into the case wbt not required This equipment is not arsdabW on tht market and the cost of construction will depend upon local conditions. A plant carpewter of a member of the staff with a bocne workshop will fad it caff to tanldJh But there is one shortcoming coacooa to all laa, movie as wdl as of filths dealing with the specialized problems of specific industries or companies. You unrkjuhtedfy have tact this obstacle. However, at a small coat it ** possible for you to produce your own sound slidefihns oo specialized subjects, using the talent and iidbdes available in your own orgaamtim. To show you bow is can be done, the public rtlanons department of the Zorich-American Insurance has prepared a home made demonstration Bias which follow*. oorT-roiiitse-F* sound sjderlms Title Card Credit Card: Pertinent production pointer* prepared by public relations department, Zurich American Insurance txeuporics VUSlC (Musical powder boa) MUSIC Cartoon: Person wrestling with filmatn? Karr.: Are ww* wrestling with a visual aids problem? \VeO, brother, relax. Quit wor rying. U yen really want to, you can make jxw own sound slidefitms. DO-IT-YOURSELF SOUND SLIDEFILMS by C. F. SCNIEI public relations director. Zurich-Aflicriun Insurance CO.. Cbleajo .Nearly everything is relative--evea the effectiveness of various visual aids. Each visual medium has certain advantages sod disadvantage* but the sound slidcfilm has more important advantage* than most other media: 1. It* educational effectiveness is greater than that of any other ristad aid according to independent* carefully-controlled and authenticated research. Z, It Is flexible. It cans be used equally well with large or small axSenre*. 3. Jt is relatively inexpensive to produce--four or five films can be produced for the cost of one non* 4, Projection equipment is compact, portable, and more simple to set up and operate than a movie projector. 3. The scenes portrayed can be controlled rigidlr (with art work if necessary) *o that all attention is focused where desired with no possibility of Sttncdon in the background. 6. Sound slide U superior to silent strip, slides; overhead projection, or demonstration, because the narration is carefully-predetermined and Is convincingly delivered by a skilled professional speaker. However, the sound slidefilm does have few disadvantages: U It won't do an adequate job in cases where motion is essential i It may disappoint some people who expect motion, having been brought up on movies and TV. 3. The need ot special projection equipment will not appeal to those who have already invested several hundred dollars in a morie projector. 4, There <t a possibility of "human failure"--failure of the operator to change frames on cue 3, Rewinding of the film--a manual job---is a chore. Coroparaiively, the advance, ot the sourel .hdefilm f,r oun.eih the disadvantages. Drawing: filmstrip & record: p/u* ribbon pinned to record They may not win prizes ut professional competition, bat they will deal with your own special problems in your own company sorrouodiogs. And . . . Hand emptying piggy-bank . a small budges will swing them. How do you go about it? Obviously, the first thing you need . . . CtJ of page of script ... it is a good script--and that means: Be selective. Don't try to include all known facts on the snbjecs. Be contest to discus* one problens--or one phase of a problem. Split frame: Clock showing 12:25 fTitle; "100 Frames**): Clock showing 12419 (Title: "35 Frame*") CU of script. Title at left: "Describe pic ture." Title at right: "Explain picture.1* CIS of paragraph of script as per dialog, with scctfoa blocked out to indicate that a long sentence was deleted. Cartoon: Audience dozing. Only tops of heads showing. If yoo're planning a full-length 15-minute stn*. it should have at least 100 frames: a five-muatt* film, sbait 35 frames. On the left jad*--dcscribe each picture, diagram, of cartoeet. Oa the right side-- explain the pictures deartjr by scats of the dialog or narration. Keep the frames short--no more than 3$ to 40 words at the very meet. The surest way . . - ... to put an audience to sleep is to keep the same frame on the screen while the narrator'* voice toes on . and oa . . . and on. ' Uaa with eye-shade, working at dunered desk. Desk-sign: "Editor." The editor of your company publication should be able to help you write the script, making sure it says what you want it to say---in everyday shop terms. Also . . , ft 5957 tfatiomd Safety Congress "OQ-IT.Y,OUMQJ;" SOUND **lnccjl M* [^wtin,rf| Drawing: Pretty girl living. reaoawe typing job. finished, test It Drawing-: Man reading; dog jfinfiirff away nil between legs. * Read it aloud to soroeoee who'll five you axt honest reaction. Remember. safety tst't is* teresttcig to everyone. Yon have to make it interesting. Now , . . Rube Goldberg type of machine, script go* ttg into one end; film and record coram* out the other. ` how lo transform the script imp a him and recorded fcarratioa. Your plant may have . . . CV: Perton with camera. Bird perched on end (of camera). a... a camera club--or at least few good amateur photographers who cam take the shot* you need and give yon . . . 4*5 Photo mounted oo drawing o{ framecard, with punch-hole* indicated on card. . , . 8x10 blowups. like this--mounted on 10x12 stiff cards. For your east of char acter* . . > Stock *hot or stock drawing or stock c*rtoon. , . . you can use the men at the job. Or, if you have to do your shooting alter working hours, your plant may have , , , Stage scene: Couple of actor* tn togas, (Or indoor production-still from one of our films.) ... a dramatic club--or some other organi sation that will gladly cooperate tn provid ing your actors. Repeat shot of Editor. Another visit to your plant publication office may pay off in stock photos that will fit In with your film. Then; too . . . CXI washroom wall with drawing on it (Maybe a frame from "Disorderly Con duct.*') . . . you may find a frustrated cartoonist or artist in your plant. If so, get him to use his talent constructively . . . Montage; Tide card*, cartoons clipped from SZ Bulletin and pasted down on frame card. , . , preparing the SxlO art cards, cartoons, and tide cards you need. Now that you have your pictures, you will need the help of a commercial film studio . . . Drawing of animation jat-up. ... to "animate'' them. This simply means re-photographing them--one frame at a time--on a strip of jSmra motion picture film. The cost of such a filmstrip negative will run . . . Sections of old negative posted on frame card. Title: "75c to fl a Frame." 90 . < , from 75 cents to a dollar a frame if your photos are *U one sue--dxlO-QXxmted as we have thown you: about $2 a frame if your mounted photos are of different tires. tndiulrial Safely "DO-IT-yOURSE!^" SOUND SLIDEBIMS--I Section* of bromide print pasted down, fine: "10 to 15c a foot- VS to $5 tab rharge." Finished prints of your filmstrip should cost 10 to 15 cents a foot in small quantities --and there will usually be - paste-up of various 35mm cameras inn catalogue. . . , you can use a 35mm camera for your original photography and wind up with a filmstrip in one easy step. Remember . . . Bromide print of strip tram 35xran camera; bromide print Of 35mm animated Strip. . . . nearly all 35mm cameras produce pic tures horizontally on a filmstrip; but a standard sound-slide projector requires pic tures arranged vertically on the filmstrip. Of course, you can shoot with a 35mm cam era and present your show . . . Small contact print* from "Winter Wise' pasted on drawings of slide mounts. . . . with 2x2 individual slides. Remember, though--slides do have some drawback*. Even with an experienced projectionist, there is always a chance that they'll ap pear ., . Repeat any shot upside down. . . . upside down--or in the wrong order. Drawing; Tall stack of slides being knocked v*r by a hand. Drawing; Person at microphone--CU, Paste-up; Clipping from ad for tape re corder. Frame 49 from "The Right Combination.'* ... a mere slip of the hand may cancel the whole show. Therefore the cost of profes sional animating is * worthwhile expendi ture. Now . . . what about . . . . . .. recording the voice? The most prac tical method is to use . , . ... a tape recorder--because if you line your Buff* . . . (uU Tour fines . . . that is, if you Buff your fines--which is very easy to d--you can erase and correct your mis take. A word of caution: Talk slowiy. Most of us talk much too fast, and . . , (speed-up of tape a la Donald Duck). Well, maybe not that fast If you, yourself, don't have a good speaking >>* Frame 45 from The Right Combination." . . , get someone from the shop--or office --or Hf* force--to do the recording--some one with convincing voice- Paste-up of ad clippings: Tape recorder and filmstup projector. Your finished tape can be used directly with your filmstrip--of you can transfer the nar ration from tape to a home-made record-- or you can have a recording studio do a pcofestiooai jolt. 91 19ST National Safety Congress 'DO-fT.yOUftSRP* SOUND SUOEflLMS--{C^Wdl Title card as per underscored dialogue. And there you are; Get 1. A good script (pre-tested). 2. Photos that tie in with the script. 3. A good recording. And you've got it trade. Easily, too. if . .. Title Card: A* per dialogue, underscored words only. Cartoon: Person with tremendous smile; chest puffed out. . . . You spread the work. Get all possible help frc* the qualified people around yoa. You can plan, supervise, coordinate. Then, when the job is dooe . . , . . . you can sit back and ay proudly: "Isn't that a swell film we produced?" End card; Safety Zoo* Seal and Zurich-. American logotype. (MUSIC IN) (MUSIC UP AND OUT) Now that you have seen the deodtutratioa film, you probably want the facte of pro duction. Did we practice what we preach? Yes. we did. Our total out-of-pocket expenditure was less than $50. We used talent and facilities available in our own organization, and we spread the work. The narration was dooe on tape, but we went to the expense of having a record made, assuming that the projectionists here would be more accustomed to handling records with this type of presentation. The "bells"--signalling a change in frames--were sounded by striking a length of wooden dowel against a targe water glass. Opening and closing muse was taken from a hi-fi record--but you can have "live" music just as easily if you can play the guitar or mouth organ or harpsichord. In a pinch you could even use the musical powder-box oa your wife's dressing table: With a little imagination, a little planning, and a lot of help from cooperative mem bers of your own company, you can make presentable, effective sound slidefilms to fill a long-existing gap in visual aid facilities--films that will deal with those unusual but im portant problems that seem to exist only in your own planhafe OVERHEAD PROJECTION by C. P. MARCONI manager, safety branch, ARO Inc., Tullahoma, Tcnn. The chief advantages of overhod pro jection are: 1. The speaker remains facc-to-fac* with his audience. 2. The discussion can be carried oa in a well-lighted room. Usually it U well to reduce illumination in the vicinity of the screen. 3. The audience gets a big picture; as 02 contrasted with the picture scan ea flannel boards sod charts. 4. As contrasted with cooed slide or movie films, the speaker has an op portunity to express his iodhridoality in the presentation. 5, The speaker is the sole operator and there is do chance of coeftmoe between the speaker and a second Safety person--the psojeeticewt is the case of slides, for eeawrple. The presentation cm b* selective. Frames may be iaoerehsaged to suit During tine shown of the as* of head projoomr. For w-. ___ the ear am be shorn* sad the -w-- - discuss ilinmiifg point so parts of the cr, the audience. and write oa the frame as rwpmred By means of renews defaces, the attention of the awAenc* can be u o* moroaujMt focssed on one pan of the QJostra- Photograph* meg he used. The tries hoa at a time. This at done by the parcacy most be made frees a negative. use of a patesl with which the The photographer who develop* A* pooi speaker may write on the frame; point, or diagram. These writings can readily he umd Fnnhcraert, he may as* simple drrices sock as lift-offs to UMMuWff attention on trie trio itsra--nnospt amtoreaoncAtyot msotstTmhaatkenwracemthmeeps_*rk_a_Q-_" in the beggaring bat once teamed there is little further difficulty in getting a transpar ency just right. It is well to start from good coamasting photograph*. Starting with one point at a time. He say w successive ottxfayt whit which to a bad photograph almost insures that the develop a pone progremoriy. 5. This form of projection proride* for either blade and white at color. Frames can be hand-drawn aid otic transparency will be bad also. The projector can be used as * black board. A dear frame of cellulose acetate Is placed oo th* projector aad the speaker may on cellulose acetate m fetoefc or in build op an organization chart or write data color. Or, color tony be obtained by ~all this while standing facc-to-face with using the oaafid mw-Mw or by the the aodkncq. The use of the overhead pro use of photographic color transpar jector aa a blackboard is coamMa la modem encies. The latter are; howater, rather expoariw. 9. It is partible to make novelty pres- entatioos such os those shown dur ing this procuration. Objects may he moved son (be screen; a wheel bowling alleys. Cost: The cost of overhead projector* which us* approximately seven inch by seven loch transparencies is around $350. The machine weighs somewhere around 30 pounds aad anfottaaately the box is some may be made to rotate oa the wren; a dense block sheet may be scratched upon with pencil to pro duce white loitering oa the acmes. DISADVANTAGES iCOUNTED fhere arc some points to consider m the whTahtebuClkoyst foorfhaslniddelisng.varies considerably depending ttpoa the subject matter. Tea and ink diagrams, etc, can be nude for whatever it costs to funtisb the tune or professional sloIL We frequently make our own amateur frames and have found them t of tti overhead projector which ray >ve to be a disadvantage unless watched r example, the speaker should be careful t to place his body ta the way of the veTryhemccotsmt foofLsimple frames in black and white, furnished by companies which spe cialise is this t>pe of visual aid, may be ob oiccted illustration- He must learn to tke movements with the pencil slowly lest ey become distracting. He must set the screen somewhat high so at the picture may be seen over the leaker's bead, since the speaker normally rMit beside the machine If the senna mnat be set high enough and the speaker's tained for around $l_50. The use of over lays will increase the cost depending oa their complexity and number. A* for liftoffs, which are simply card paper placed over tbe transparency and removed at sec tions--thi* can readily (m installed by the amateur, ta our company I have been told tint tbe coot for a transparency statistics cad and shoulders obstruct the view of [embers of the audience, be may find it estrable to rit down betide the machine: chart baring a base matt, grid, and three overlays, mounted on the frame, including art work is about $3-50, when processed on to such % case, he should vary his post the ozalid machine using tbe diazotype ion and nsc, occasionally, when obctruc*-- Industrial Safety TWO VISUAL AIDS USED IN BUREAU OF MINES SAFETY DEMONSTRATIONS by a. M. KINTZ district supervisor, Health and Safety, District G* D. S. Department of the Interior, Bureau of Mines, Dallas, Tex. The two visual aids for demonstrating empty container, seal it with a paper dia flammable limits of gasolLoe and ignition phragm, and allow it to vaporize: Air is source* are "pop guns." These simple "pop already in there. W* add fact and get the guns" are merely thick plastic tubes, one heat through the spark plug near the base. with toy airplane engine spark plug* and Connect the spark plug to the spark cod, one with a spark gap formed by two bails on rods. A Model-T Ford spark coil or a similar source of high-voltage current is used with the spark plugs, and static elec tricity with the other tube. Spark plugs turn oe the current, and--an explosion oc curs. This depends oq gasoline and other conditions. One drop may not explode: If this happens, say "You have sees what earn drop will do; let's see what two drops will cannot be used to demonstrate ignitioos by do," and add a secood drop. static electricity in these tubes. Pick up galloa can of gaaolmr. In this The top of each tube or gun is soled gallon can there it more than 15$ thousand with a paper diaphragm. We first used a cork but abandoned its use because the cork blown out could damage or spot a ceiling or an overhead light fixture: Once the cork times as much gasoline u in the tube. You can the tremendous noise if we had been able to amplify that expiation one hundred and fifty-five thousand times. landed in a pan of gasoline oq the demon stration table, causing a serious fire. If the COMPARE DYNAMITE, GASOLINE cork is inserted too tightly, the expiation Dynamite and gasoline are not the same may break the plastic tube. thing. The same laws coctro&mg one should The visual aids are developed and used to reproduce fundamental cooditioc* that cause accidents, especially fires, explosion*, or asphyxia, in the mineral and allied in not control the other. However, they are both manufactured for the sole purpose of exploding. It is interesting to compare the energy in the two. dustries, including the petroleum and petro If a gallon of gasoline could be turned chemical. into dynamite, there would be between 13 The following are some of the methods and 95 pounds of straight 40 per cent nitro and stories used is presenting the Bureau glycerin dynamite. That would be between of Mines "Magic of Fire" demcastratioa "EMPTY' CONTAINER EXPLODES The dangerous container--the owe that doe* explode--is the so-called EMPTY con tainer. . had gasoline in it. has been emp 26 and 200 sticks of dynamite. Yet many people keep a glass container filled or portly filled with gasoline in a garage; bathroom or closet where it could be brakes and vaporize. But they wouldn't keep ooe stick of dynamite hi soch places. However, dyna tied. and^ierhaps has been oq the shelf for mite will remain in place while the gasoline six or eight months. vapors will migrate. Once a railroad gasoline tank ear had been on the side track for several months with dome cover and valve at the bottom of the car open. Yet it exploded when they started to weld oq it. Oftaa when inspecting laboratories or other places where distillation tests are ran or around filling stations where gas-heated tire-patching outfits are kept on work benches, the pcsonnet are loath to accept To demonstrate we take an empty con the recommendation that they should not tainer, and move a cleaning brash in and tTTvdr- They say why shouldn't they smoke, out so the audience can see that it is clean. they have a Bunsen burner oq the table or We place one drop of gasoline in this they have a gas flame on the bench. 94 t & To show Aon why they shouldn't smoke, put the coe drop of into the tube and seal it. Be sure that tbe spent gases have been swabbed out of the tube before parting this experiment. Do not sluice t!ic rube; allow the drop to strike as far `vs on the tide of the tube as practirV ' The tpark plug at the top of the tut ill rep resent a Banten burner. Apply electric enrran to the sp*-' - ug, and no ignition wfll occur. Thetj tight A cigarette and drop die burning match an the floor. Have the lower spark plug on the tube represent the floor. Apply the spark throagh the plug; aod an explosion will occur. This illustrate* that the ganofinr vapors, whack are heavier than aw, bang aloof the floor. You know what one drew woarfd da Pat in oae, two, three, faer. five drop*, insert the paper diaphragm, and allow the gatofinr to vaporize. Air * already ta the mbei the fuel was added: apply the spuria To mater this appear hazardous, karre the gallon can ot gasoline on the table mi tbm fart be fore applying the spark, more the gasoline eon to the floor and Set the fh of gasoline aside. Nothing wilt happen. To be sore it is an wiipty container, ma te*! it, shake out some of the vapors, apply the spark, sad *a explosion will occur. Sometime* the vapory may be so strong that it win be accessary to repeat the shaking two or three times, or eves go so far as to place the brush m the tube and puB it oat once. Actually to have a fire, there must be AIR, HEAT and the ratio of the fuel to the air must be within certain definite proportion* called flammable limits, FLAMMA8U LIMITS For gasoline to explode; 1.4 and 7,6 per cent volume-in-air is necessary: dry natural gas--or rather methane--oeedf between five and 15 per cent and butane needs between IB and 8.4 per coat. Percentages of gas below the lower flam mable limit will not explode or propagate flame. One drop aod the spark at the top of the tube did not explode--because the vapors present were not enough to bring it up to the explosive range. Percentages above the upper flammable Hunt will Dot czptndc or propagate flame because with five or seven drop* In the tube you had too much and had to shake the ygpon oat mail ihty were down within the flammable limits. Speaking generally, the closer the percentage of ordinary fuel gases approaches the midpoint between the upper and lower flammable limits, the more violent the explosion will be. GAS VAPORS REMAIN Often a person thinks that because there has bem an exptanoQ in a tank, a building, a confined area, mine, or elsewhere there is no gas left and that it U safe la go in. To demonstrate this replace the seal of the tube; apply the heal; and as explosion occur*, jute hf?"** there has been one ex plosion does not mean that there won't be two explodon*. Sometimes aa many as five explosions occur. Generally speaking, any mixture that will turn, will explode. As a matter of fact, there is so difference between the gases that bum and those that explode To dem onstrate that blow out the Bunsen burner aod allow the gases from the burner to fill as explosion tube. Extinguish Bussert burner and place it over the top of the cylinder; allow gas from the Bunsen but tier to feed into the cylinder, leaving sxxzgh space so that it (* free to Sow out of the tuba. Sometimes difficulty may be experienced in getting just the right percentage in the cylinder. Often when visiting machine shops and other place*, workmen ace heard speaking of oxygen as air. Oxygen is not air, and it should sever be used as such. Workmen have used cylinder oxygen to put tests on a gas piping system because they did not have compressed air bandy. Welders who did not like the atmosphere in a vessel in which they were working released oxygen into the working space. Oxygen is not air, aad it shoatda't be used as such. To show this blow the tube out with oxygen, place in it one or two drops of gasoline and seal it Use two paper dia phragms. If you cue a cork, be very careful not to insert it too tightly in the tube, especially if yea are using a plastic tube be cause plastic is pliable When ignited, aa tottants neons explosion occur*. You con see that oxygen 1* not air. and it should never be used as such. 95 /ndustriot Softly SKITS FOR SAFETY SAY SCAT TO ACCIDENTS by OIL EAftUI HMftNAFORO safety engineer. Long Lines dept,, American Telephone and Telegraph co., New York city it's only rausraJ for people to react to dots that rt-ana or portray living situa tion*. for life is <ocvthtBC we all expert* epee. We ktoetify ourselves with the roles played and m to doing, a taring effect is made upon u*. We leans best by seeing. We leant most permanently when seeing is reinforced by the settees of bearing, teaching and even soeHiog and tasting when possible. Since iiw* began the impact of role play ing or "play acting" ha* bees known and used. Its effects are dual in nature and it is felt deeply by the role players u well as those viewing the skit. Emotions and reac tions to them are far older in human expe rience than reasoning and logic. Safety slots make the fullest possible use of this fact. 4. Minimum of memorising of parts by rote by using properly prepared notebooks. 5. Sufficient praoiec to put role players at ease. 6. Use of suitable aids and a good setting. Since we will axe a isona of the dem onstration of "Useful mid Usable Safety Meeting Techniques" as car skit, large cards and easels are oped to show win* techniques are befog used is the ducanko. Last and by tie the most important U the type of script and notebook used by the leader, and the participants. We os* a "fBpover" type notebook which lies ffat before each partiespant Each player's notebook contains the whole script bm each huhvictual's notebook has Iris put typed io cap Facts to Renumber About itals and underlined in red. It takes only a Planning Safety Skits little practice, three or tour practice ses Safety riots don't have to be roper-colos sal production*. All that's required are a few people, a script and, in some cases* a few props which *rq usually everyday tool*. The most effective skits are those done by employees themarivs* since they have more identification for both the audience and the role players. Naturally they won't have the perfection of professionals but sions through the script, to become famffxar with the parts and the use of the notebooks. I will give a sectioo from the demon* ttratfoa "Useful sad Usable Safety Meet ing Techniques." To set the stage, let me tell you that this is a construction line gang safety meeting with the foreman leading the discussion- One subject is "Are m the fob Safety Meetings Worthwhile?" just getting * group around a table to read the parts has a tremendous effect on those playing the roles. It's surprising what a little practice can do. There's an unsuspected amount of "ham actor" In all of us and a great deal of talent lor living life-like situations or we wouldn't be hereL Suggestion* for Presenting the Skit The slat illustrates by actual discussion the Practical methods and steps to cnadacting on-the-job safety meetings. It requires 15 minutes for presentation. if possible, partiripams shooid be selected with their particular parts in mfod for a more natural presentation. However, a tittle successful safety skits Success depends Upon--- coaching and assistance during practice ses sions will work wooden in adjustments of participants to their puts. Spontaneity Ctt 1. Slot must be Ufc-tike--not over- be developed even though the nature oi the serious or over-humorous. demonstration requires dose adherence to 2. Noe too hog the script. 3. Can be merely ooaversatioo or in clude sexual performance of work and safety operations. Practice Sessions Advance practice is vital to a smooth, natural presentation. The first step should be a purely "reading through* tW with each participant merely riwfmg has met with no attempt at drasntmatxn. msec the purpose is to gun tamiartty wtifc rise script and cue phrase*- Following the "read through" session, as average of sut to right actual practice seasons will give mffickai "carry" to the damantrariun without at tempting to memoriae the parts. After the third or fourth practice, attention can be given to developing spontaneity, natural ness and dramatisation. It is hat to have two assistants, one who dtspbys the cards to accordance with the direction* of the other who is equipped with a script and rivals for each card by num ber. The anther* are placed on the back of the canto to accordance with the numbers placed on the script used by the leading assistant. The leading assistant can use hand signals to indicate the length of time each card is to be displayed. These two assistants should participate in the practice sessions to insure proper coordination. . An important point i% to make certain that participants speak at a level aod vol ume to be heard and understood by die For targe audiences or unusual room ar rangements, two sets of display cards and three assistants may be necessary. In addi listening group. This is particularly forportant in small groups where a public address system U not used. Also of importance is tion, individual table microphone* should be supplied fix' the participants with a harness or lapel microphone for the leader. using a rate of speech that is neither too Alternates , fast for the audience to follow nor too flow to maintain interest: To avoid difficulty due to sickness or un avoidable absence of a participant, it is . SETTING AND AftltANGEMENp recommended that the leading assistant in The participants should be seated at the displaying the cards be trained as a replace ment. This can be done by selecting the , table with the opes or unoccupied end fac ing the audience and the skit leader at the assistant with this in mind and having the assistant actually act as a participant in a end of the table farthest from the audience. few practice sessions, fn addition, the alter , This permits a view of the laces of all par tidpims. Where possible, it is suggested nate should read alt parts thoroughly, since it is best to have regular participants take that rwo small tables be used to form an only their own part*, leaving all "fill in" open "V" with the opening facing the audi ence, with a small rotoing table for the skit leader at the point of the V. This permits a duties to the alternate including substitution for toe skit leader. better audience Wew thin Kith a single table. USEFUL AND USABLE SAFETY i A lectern can be provided to one side for the use ot the leader while he is presenting ' the material which is not actual group dis cussion, as this aids in separating the two MEETING TECHNIQUES <A Skit* D*. E*nx Hasxa*0(d m the minds of the aotScocft ISTWOOUCTION ' Each participant should have aw indi Safety meetings ate a time honored way vidual "Rip over" ring type binder approxi of setitog safety to individual employees. mately seven and one-half inches by lour In recast years many people have been say * inches in size; with the rings at the narrow ing; arc they worthwhile?--Do we really rtxL All oi the script should appear in each sell safety?--VVhat are the things that make ' binder; however, the binder for each partic safety meetings elide? ipant should have his own part typed in All too often safety meetings develop into capital letters and underlined to red. Since x "telling them" with the group playing a the other pom are typed to tower case each passive rather than as active part to the participant can identify his pan quickly and meeting We who hold the meeting* are at a glance. Only one side of each page talking when we should be listening. Once ' should be used and typing should be double the problem has been dearly stated there spaced for each participant'* part. must be participation by those in the meet Display cards should be prepared as re ing. Without it there isn't much chance of quired in the text, with tottering large convincing anyone. And yet, time is *f the ' enough so that the cards can be easily read essence also. On-the-job safety meetings by the audience. just shouldn't take forever. 9? * 5 19$7 \rati&*ai Saftiy Cortgrrts Industrial Safety This morning we will demonstrate for you some of the useful and usable safety meeting techniques. These techniques have been developed and learned the hard way through actual experience. We are not go* ing to smother you with a lot of words and technicalities. \Ve pre going to tell you briefly what we are going to demonstrate and then do it right here before you. During each discussion large placards will be displayed, pointing out just what tech* tuque is being demonstrated at the moment. (Hold up a plaoxcL) In addition, on the easel to the left of the platform, a large card will show (he subject under discussioa during the duration of each discussion. In all of our demonstrations we will as* sumc that the necessary preparation has been made by the kackT--which I assure you it the case. Thus, the safety meeting techniques we will demonstrate deal solely with the conduct of the meeting itself. what you fellas really think about these safety meetings. Are they doing you any good? (Hold up Group Participation card) DALTON: Doing us any good? What do you mean GOOD? NAUGHRIGHT: Aw. Ed. I know what the boss means and you do too. He does it help us to work safely to kick these things around now and then. LEADER; Yeah, that's it, Amos. that's lust what I mean. Work at it fetiu. KELLY: Of course. I'm new around here and can only say how it looks is a yowg sprout, but I think it has helped Make LEADER: Just why do yott think that, Ed? HRDLJCKA; Yeah, Ed, what's so hot about it? Right now I've got tint rush service order waiting for me to get at it. LEADER: Ease off a bit. Bill, let's give Ed a chance to have his say. Our skit is designed to show the follow* KELLY: Well now, let me see. trig things; (Illustrative Personal Experience card) t. The value of group participation and how to get it--in other words, getting the gang in on the act 2, The tue of illustrative personal ex periences of the group members-- helping them sell themselves. 3 Getting reasoned voluntary group acceptance--checking to make sure they have bought the bill of goods. We will sow discuss the subject; "Arc On-rhe-Job Safety Meetings by the Super visor Worthwhile?'* using group participa tion. illustrative personal experience of the group members and voluntary reasoned group acceptance. (Have assistant* show placard using the three techniques.) (Dur ing the course of this skit the assistants will hold up card on cadi side of the stage with the appropriate item on it a* that ttem is being demonstrated in the discussion.) LEADER: I've just been making out the time schedule for the next month. Since we've been holding these weekly safety gettogethers on the job for quite a while now, 1 want to get your ideas about them. Should we keep on with them or lay off of them for a while? What do you think? HRDUCKA: You mean you want us to tell you, bos*--that's a switch. LEADER: Yeah, Bill, I'd like to find out LEADER: Ed, have you got anything par ticular tn mind where it Helps you. Tell us about it. KELLY: Yeah, I remember something. You probably don't remember it yourself but we had one of these safety get together* just after I came on the job. I was helping d here. You remember it. Ed? DALTON.* Yeah. I remember your helping me, but what are you talking about? KELLY: You remember Ed. At that meet ing we discussed wearing safety goggles when soldering. Seeing as how l don't wear glasses I thought it would look kind of silly. I left them off one day and the gang jumped me about it, and just a short time after f put them on there was a little flash of bet mml and it tit on the goggles in stead of my eve. HRDLJCKA: Yeah, but it wasn't the meeting that did it. We jumped you about it. We always jump a guy who break* a safety rule. NAUCHRIGHT AND DALTON TO GETHER: Now wait a minute Bill, wait a minute. NAUGHRIGHT TO DALTON: You tell him, Ed, l think we both are going to say the same thing anyway. (Group Participation card) DALTON: Maybe we'd jump him and maybe we wouldn't. Haring these safety get-togethers sort of refreshes r minds and keeps us oo the belL LEADER: Anything yon want to add to that. Amos? NAUGHRIGHT: Sure, just this. At these meetings we've been making it our plan to talk about the safety angles of the job at hand. I've been arotmd here a long time; sometime* I think too long, but I've never seen the day when taking time to talk over the safety angles of the job didn't help me. HRDLJCKA: Yeah, in the meantime I stilt got that service order staring me in the face, LEADER: That's right. Bill, bat let's go on and make sure about how we feci about these safety meetings. DALTON: Wait a minute fellas. I've been 1 chinking maybe Bin has something there about our not needing these safety meetings. LEADER: What do you mean by (hat, Ed? DALTON: Well, just figure it out. After all we are a pretty small crew and we work together all the time and you are right here with us most of the time. Why do we need special meetings anyway ? We can keep up with what is going on. (Illustrative Personal Experience card) KELLY: Maybe you old bands can, bat 1 sure can't. NA UGHRtGHT: WeU, Ed. there may be Ssomething to what you say but I was just thinking about the times when getting the job done seems so important we forget some of the safety angles. It gets to be a habit with us, so much so that the wrong nay seems like the right way. If we discuss the safety angles now and then it gets us back oo the track. HRDUCKA: You are right, Amos, about the job bring important. Now I got that service order-- LEADER: Wait a minute. Bill, wait a minute. Let's see just what Amos has in mind. Have you any particular case* in mind, Amos? NAUGHRIGHT: Well now. yes. I re member one and you were mixed up in it too, Bill. HRDUCKA: Yeah, that so, what was it? NAUGHRIGHT: You remember when we had that emergency call about the exchange cable bring out and tests showed it was in the manhole at the comer of Washington and Lincoln streets. HRDUCKA: Yeah, I remember it It was about six month* ago. The boss had been called into the office. You. Ed and me rushed out there. NAUGHRIGHT: Yeah, that's right. DALTON: Yeah, I remember it, Amos, now that you mention it NAUGHRIGHT: Remember, Bill, you rushed out and we got the cover off and in our hurry we sort of forgot to make tests for ga* before entering the manhole? DALTON: Bill should remember it We sure had to get him out fast Lucky be wasn't done in. HRDUCKA: Yeah, I guess you fella* sort of got me. We did forget to make those test*. (Reasoned Voluntary Acceptance) LEADER: Well, we can all be glad that it worked out OK. What about these safety meetings though--do we want to continue them or not ? DALTON: Well, I guess we do all right I take back my crack about being together on the job every day taking the place of these meetings. NAUGHRIGHT: Yeah, that's the way I fed about it, too. Having been around here a long time I have seen these things come and go and we have always done a better job when we had these safety meetings. LEADER: Ed, how do you feel about it? KELLY: Welt, there's no question that I'm new and need ail the help I can get, and I'm aiming to be arouod here long time like Amos. LEADER; Well, Bill, you got anything to say? HRDUCKA: Yes. ill go along with these meetings, 1 guess. Maybe we do need to stand off and look at what we are doing now and then, just to make sure we are doing it safely. But I still got that service order staring me in the face. LEADER: Well, fellas, are we all pretty much agreed now that we want to continue with these safety meetings on the job each week? 99 /057 National Safety Congress XAUGHRIGHT: Yeah. let's go ahead with them. DALTOS: I'm for it KELLY: I sure want them. HRDLICKA: OK. OK, count me in. LEADER: All right, next week let's talk about wiping joints'the sale way. Ed, sup* posing you be ready to talk about it and show us some of the angles and have Ed Kelly help you. DALTON: AH right, well be ready, won't we, Ed? KELLY: Sure will. LEADER: Well, I guess that just about wraps it up for the day. Maybe we besier let Bill get at that service order. HRDLJCKA: OK, boss. I'm on my was now. 1 doubt if anyone in the audience mmed the way in which group participation made the safety meeting really dick, as oowpared to the first discussion in which the leader tried to carry the ball himself; also obtaining reasoned voluntary group accept ance really sells the ideas under ducnuwn. People like to Mget in on the act" and the selling power of being in on it yourself k tremendous when compared to Just Ikteams to someone rise's logical presentation, A WIDENING HORIZONS IN OCCUPATIONAL SAFETY THE OPPORTUNITY FOR STATE ASSOCIATIONS AND STATE AGENCIES by CHARLES H. FULCHUM* secretary, Mississippi Manufacturers Association, Jackson, Mis. UR state associations represent special riffte gruepE and are constantly involved cxsKrovental issues. Even though we are ."i evinced the cause we champion is right, c sometime* have a hard time getting this across to the public It's a net feeling for a change to promote a ocea-ccmroverwal cause. Safety is the per* <act answer. Ow members love it. It takes amt of the umg out of the public actusaturns that we are a self-serving bunch of and V Every association must render a public <emce m order to survive and be tolerated by society. Safety promotion gives us an i ryiwmiaiity to go outside our membership and render public service. As a result of this attitude by our Asso ciation. our governor appointed a citizens nnuitcc composed of a cross section of the -male's duxenry. Wha the committee met. the Mkmdppi Manufacturers Association, because of public recognition of safety lead ership was called upon to do the formative aod oegintritional work ut forming the new MissstMppi Safety Council. Because of our leadership in safety promexjon. we arc consulted on proposed safety legislation. We arc thus in a perfect position to head off ill-conceived safety legislation [at the state level before it is introduced, ('copie are inclined to look on industrial . associations os green-eyed, forked-tailed monsters out to suck the blood out of "the Uule man." Once people get to know us, they find that this "just ain't so." Thus, safely promotion outside our own membership opens up on entire new "public** for us. It has placed us in the midst of practically every organized group in the state. Our public safety promotion has won us many new friends, influenced many new people. When civic groups, women's clubs, town boards, chambers of commerce, police agen cies, school groups and trade organizations start coming to the state industrial associa tion for guidance on anything--Well, that is really something I That is precisely what is happening to MMA in the safety field. All these things are "fringe benefits." Our basic motives for our safety program ore the some as those of a business firm which has a good safety program. In addition to those motives, we have the same motives as the National Safety Council in its great program. Over and above this, we are in a perfect position to reap numerous "fringe benefits." All combined and neatly packaged, they make up a very attractive and worthwhile program for any organization. A ("Charles H. Fulgkum reflated John E. Gregg, who resigned from Ike association shortly before the Congress.) OPPORTUNITIES FOR COOPERATION BETWEEN INDUSTRIAL ASSOCIATIONS AND INDUSTRIAL SECTIONS, NSC ' by DONALD K. WORKMAN executive vice pieiidcnt. Gray Iran Founders' Society, Inc. Geveland, Ohio This subject is a broad ooe--because there are so many opportunities for cooperation between the trade associations and the Na tional Safety Council. In our own safety activities--almost from the start--we have leaned heavily on the Safety Council, and particularly In the last few years during the Initial stages of an expansion In our own safety program. Bob Currie of the Small Business and Associa tions Section of the Council has attended all of our safety committee meetings during the first year of the expansion program and he was of invaluable help to us in matters of modem safety techniques and in pro gramming safety activities. Also, A] Salt ier, head of this section, has attended a number of our meetings and has given ns much of his time. We recognize that the Council is most prolific and generous in the production and distribution of fine safety literature, posters and films. The only shortcoming, and I can't reasonably call it an objection, is that most of this material unfortunately does not meet the specific safety needs of each and every industry--foundries in our particular ease. In our industry 200 tons of material must be handled to produce one ton of castings. Here is where the industrial utociations hare their first opportunity--they must pick up the ball and tailor good safety programs to their own industry's needs with the help and encouragement of the Council. PROVIDES MEETING GROUND .An important function of a trade associa tion is to provide common meeting grounds for the exchange of good ideas among its members. As in the case of oar own manbership--no one executive or any one asso ciation has all the good ideas. Here then is the opportunity the Council has to increase its service as an industrial safety trade as sociation so that more communications can 102 be channeled to and fro and so that more good tdeas can be exchanged between trade association safety men. This thought is not new--nor has it gone untried--witness our session today--but 1 believe special regional or national safety meetings for trade asso ciation safety men only would be welcomed and supported. Here then is the second opportunity for all industrial associations--all we have to do is speak up, the Council will take it from there because they know that safety must be a two-way street. The Council realises that it is easier to reach an industry through its association, and it has demonstrated this well by helping its many association mem bers to help themselves in safety matters. I was asked to review briefly our society's safety program, which can beat be done by illustrating some of our safely publica tions and materials: 1. We publish a IS-page manual called Ho*o You Can iVork Safety, designed tdr the fotmdry employee Approxi mately 85,000 copies are oow in use. i One booklet Sight Conservation m Gray Iron Foundries, published by National Association for the Preven tion of Blindness is based an a survey of our member companies, which we helped to carry out. & Our Monthly Statistical Sanitary carries two columns on safety, 1) Number of Lost Time Injuries and 21 Injury Frequency Rate covering ajw proximate}/ 35 different industrial foundry centers from coast to coast. 4. To find what our safety problem really was, our society surveyed the industry two years ago. Only information iadispcnsible to the safety committee was collected, and it has formed the basis for our present program and it will be a bench mark to measure fu ture progress. Industrial Safety 5. To augment survey data for our pro gram, our committee held a brain storming session and developed 134 good ideas for safety contests, coopera tion with other organizations, project development, publications, safety pub licity and training. 6. Step six, now in proems, is the devel opment of an Industry--Management Safety Manual. Last week I was chatting with a repre sentative of Pressed Metal Institute, an association which won a Safety Council award in the third year of its five year old safety program. So far they have helped reduce their industry's rate from 237 to 9.0. They insist that each year at least one of each of their regional chapter meetings k devoted to safety. IKE, IOA AWARDS A serious gimmick used by PM1 is thfe creation of two little figures named Ike and Ida. These two figures, clothed in working dress, are presented each year to the district having the best safety record. The presentation ceremooy is quite formal. If the winning district is overtaken the fol lowing year by another district another solemn ceremony occurs at a meeting wbea Ike and Ida are carefully laid away in a handsome mahogany casket for shipment to the other district. In PML and at a member's expense, a sub-committee of their large national safety committee is invited to inspect the member's plant--the outside viewpoint They also place industry suppliers on their committee --more of that ''outside look." These sup pliers carry good safety ideas from plant to plant and have an ideal opportunity and motive to look for the unusual in safety. Also we can pick the oratns of industries which have done the best job in safetyinvite their own experts into our factories to look for things our experts can't see. .American Trade Associations have con tributed grotty to the tremendous economic growth of this cotmtry. It is a matter of record that associations have been credited with furthering American industry's ability to lick any problem- Why then can't we use this ability and power to Uck both traffic and industrial safety problems? Therefore, our greatest opportunity is to turn safety from a problem into an oppor tunity in our respective industries. I am always distressed when I hear safety called "old stuff or "shopworn." An association giving lip service only to safety can harm its industry and we are failing our industry if we don't go ail out in this regard. If we are to reduce the high cost of acci dents and if we arc going to prevent human suffering, all of us must work harder to make safety efforts more attractive and a must to alt concerned. A 103 THE OPPORTUNITIES FOR LOCAL SAFETY COUNCILS AND CHAPTERS OF ASSE , by JOSEPH M. KAPLAN manager, Greater Los Angeles Safety Council, Los Angeles, Calif. Too few chapters of American Society of Safely Engineers and local safety councils give themselves the opportunities to promote safely activities among small businesses and trade associations. Our observations in this field show that such opportunities <io exist, and that the time lo do something about them is sow. The potential is for the field is virtually untouched. Studies have shows that the smaller baonessaan has a higher acci dent frequency rate and higher insurance rate than his bigger brothers. This extra cost not only narrows his profit but often makes the difference between operating at a profit or a loss. A considerable portion of the time and effort of the industrial division of the Greater Los Angeles Safety Council is being exerted to take advantage of these oppor tunities. CONTEST IESINS PROGRAMS We consider cur annual business and induntry safety contest * one of the mainstays of the entire industrial safety program, not only because it sustains interest in the pro gram the entire year but because it is a tre mendous influence in interesting new busi nesses, large and small, hi the field of safety. Our contest started nine years ago swi has grown to a present enrollment of 4/Q companies, employing more than 650,000 workers, and aggregating more than a bil lion and-a-quarter man-hours yearly. In IC49 the frequency rate was 10.41 and last tear it wjut reduced to 5.98. Approximately one-third of all the entries m this contest are small businesses with less than 100 workers. Obviously, since most of the large plants are already safety-minded, having their own programs and since a majority are already entered in the contest, the opportunity to secure new entries lies almost exclusively in the small business field. We have found, however, that, as the sue of these potential participants gees smaller 104 and smaller, it is becoming more and more difficult to get them started. We believe that the contest is an excellent rvithod for making an initial contact with the smaller plants, and help* many of them launch their own safety programs. Tune after time we get telephone calls or letters from participants who remark: "We had only five accidents in our entire plant last year; f thought we had an excellent acci dent record. Now, whet we compare it with other businesses in the same category-, we find that it is quite high. What can we do to reddee our rates?** Then of course, we are off to launch a new program for such people. The overall accident frequency rate of a!! our contest participants, as well as the iodivtdual rates of most of them is gradual!) going downward, slowly but steadily, year after year. This must indicate that the con test is exerting some influence on the rates. Certainly, the contest U an excellent way of stimulating interest. Our annual Award Banquet, at which we present the annual plaques and trophies, is one of the CounaTs major events. In addition lo the first, second and third place awards and perfect record winners, we give a sweepstakes trophy to the company with the best overall safety pro gram and record. STRESS SMALL IUSINESS Two years ago, we added a junior sweepsokes award to this list of swards. This trophy is awarded to the company of less than 250 employees with the best overall program and record. The interest and com petition for this recognition is just as keen as in the senior division, and shows another way la which the interest of smaller com panies and agencies can be stimulated. Another major factor in our program is the annual Western Safety Congress and Exhibits, held for a three-day period every March. In addition to the usual programs Industrial Safely general industrial safety. traffic, fleet and tome, we offer separate sections for small tumessmen. This year we are placing coniderable stress on this phase of the program ,,nd anticipate an upsurge in interest and mendance in this section. Two new ap proaches that we are taking in this field are: !- We have found that many businessmen who suddenly blossom from small 2, 3, or t-man operations to 25 or 50-man pilots ,practically overnight, no longer regard them- Our specific promotion in the field of association safety is really Just getting un der way. The association newsletter pub lished by the National Safety Council has repeatedly stressed the fact that the smaller companies have higher rates than they real ize and urged that associations heed this situation and do something about it We consider this another opportunity to chal lenge US. FIND LACK OF INTEREST elves as small businessmen in their own When we decided to systematise our asso f>cS- They no longer are interested in ac ciation safety program, obviously the first tivities of small business, and actually resent he term smaU busituxr. For this reason we ux discuathnwng the use of the term email Hameu. and substituting the term managemrar instead. We expect to attract both step was to find out what such groups were already doing. We first prepared a list of associations, and sent them a short letter and brief questionnaire in which we asked them to outline their present program, needs, -mall, amfiaa and large operators to these and interests in the field of safety. ecooei activities. X We tote found that small businessmen won't <otot one ra hear safety men talk oo< Pitot, but they will cocne out to hear other The response to this preliminary question naire was somewhat startling. We received only a limited number of replies. A few of them indicated a vague interest in diversified tnarMni tali jbenr their own experi subjects mentioned, several failed to fill out ences C'i a* nywjnjy. we are scheduling only the questionnaire portion and two came right iLnanTwar ipeaker* to speak at these man- out flatly and said they were not interested. jgeaam wwwuns. Both large and small burmp f rsl iri will be programmed as jjwAhrr umMui to the needs of smaller It was quite apparent that, if we ex pected to accomplish anything worth while, we would lave to revise our strategy. We l*"uu' scmccs offered In addttx* lu these major activities, we alo have a iwiint of routine services, such a* a iri--nJ library, staff consultation -crricc, rxtml aria library, and the resources t.i many ccxigninecs. In checking the screened the combined Hats of many busi ness and trade associations--1,000 in ail-- and created a new list of 266 associations which we now regard as our "potential con tact" file. These groups represent associa tions whose activities should logically in clude safety, and with whom we hope to do monthly activity reports, we find that an evcr-tacTcaMnt proportion of telephone calls and Inters are from the smaller size busi- business. We have been personally contacting the managers or executives ot these associations. nesves. Sadi requests are beginning to filter ns from trade associations also, something unheard of is the past. We also prilish several magazine* and The response to this personal contact tech nique has certainty beet more encouraging. After a few contacts, one striking fact be came appareU--trade association executives newsletters each month. In addition to art not interested in generalities; they are Safetyscof*, which is general and all inclu interested only in specifics. sive m its scope, we have separate news letters published by the industrial, fleet and home and off-tbr-job divisions. Not only are the name of small businesses added to these nailing luu--u soon u any interest it evidenced by them--bat our industrial newsletter has been devoting a page in each issue to small business and trade association afcty news items of general interest. We tc<l certain dm these activities are respon sible for these new inquiries. Merely outlining our services aod leaving than a copy of the service guide, with a re quest that they select their own items from those available, does not produce results. We have yet to have a single follow-up from this approach. These men simply do not have the time to do this job. They agreed they had a need of such services, and could use the services if the the needs of their 1957 National Safety Congress individual members. Obviously, we do not have the staff time to perform this function. Another opportunity thus presented itself. We redesigned the entire association pro* gram to fill this particular need and organ* ized a speeal committee, the business and industry liaison committee. Essentially, this committee consists of the executives or other officially-appointed safety representatives of the many separate asso ciations concerned. The committee surveys the individual and collective needs of its members aod reports these needs to the council. It communicates to its members the council's regular or special activities or services which may be of interest to them. We just started this program, but already have 16 members on this committee. It is active in several different fields and we ex pect it will grow into possibly an 90 or 90* man committee. It should become a najor factor in meeting this opportunity to serve trade and business associations, as well as to attract them into other activities. SMALL IUSINESSES INTERESTED We are attacking the problem of indi vidual small business in much the same way. We already have a fairly comprehensive list of the larger and intermediate sized compa nies who have their own safety programs, but lately we have been making a concerted effort to add to this list the names of the smaller businesses. Occasionally, they call far information, or write for it Friends suggest their names or safety engineers or inspectors learn of their inter est or need and advise us. As soon as we know, we make a file card for them and put them on the mailing list of the indus trial newsletter, Safelyscofe or other publi cations. We have an active chapter of AS5E in Vo* Angeles who has been helpful in many phases of this program, particularly through its numerous standing and special' com mittees. Certainly there are many opportu nities offered for it to continue this fine service. Their placeman committee has secured trained safety engineers for many organiza tion*. The ASSE speakers* committee as sisted in supplying speakers for smaller plant* having their first safety meetings or organizing committees. Through its educational committee; there have been numerous safety courses offered in the Los Angeles area. At the present time there are five such courses and prac tically the entire attendance is comprised of plant managers, foremen, supervisors and others concerned with pbst operations, rather than safety men. Safety is definitely making its way into nssny small plants through these courses. Traditionally, too, the safety agiacering sessions at the annual Congress have been sponsored by the ASSE. To conduct such programs a professional staff member is needed to handle this phase of the coundl's activities. Thus far there are only a rela tively few councils which have employed their own industrial safety directors or engi neers. I would recommend that many more consider' such an addition to their staff* for these programs will be limited only by the knowledge and capacity of the man directing them. Without a program director to ad minister such a program, you will have no program to sell. Let us reiterate that word SELL, for safety must still be sold. The pioneers in safety had to sell it, and we have to sell It. Small businesses and associations are inter ested ip safety to a small extent There is definitely an opportunity to get them acti vated in safety work BUT they must still be sold to take the desired action. MUST SELL PROGRAM They are not standing in line waiting to grasp at any safety program or suggestion that comes along. They will grasp only at suggestions, devices or planned programs designed to fit their needs. We must plan these programs and also the selling cam paigns, m the same way we would plan a campaign to put a new soap, automobile or new perfume on the market. The opportunities are there, if we but grasp them. U we don't, there is a good possi bility that some agency will come along and grasp those opportunities which rightfully belong to our system of free enterprise-^. 106 OFFICERS OF THE AMERICAN SOCIETY OF SAFETY ENGINEERS NATIONAL SAFETY COUNCIL 1957-58 president--JOHN F, JULI, safety manager. Consolidated Western Steel div* U, S. Steel enrp* Uh Angeles, Calif. Firet l`ice President--ROBERT CLAIR,* assistant vice president. Liberty Mutual Insur ance ox, Boston. Maas. second Vice President--DONALD G. VAUGHAN,* manager, engineering & inspection dept- Aetna Casualty Si Surety ox, Hartford. Conn. Secretary and Managing Director--l, B. JOHNSON, American Society of Safety Engineers Chicago, III. Treasurer--GEORGE F. XUERXBERGER. safety department. Kaiser Steel corp. Fontana. Calif. Mnnbert-at-Large Term Ending WM--MICHAEL F, BIaNCARDI, manager, safety services department. MUvOialmers Manufacturing co* Milwaukee, Wix: H. W. HEINRICH, chairman Uniform Boiler and Pressure Vessel Laws Society, Inc., New York, N. Y.; FRED H, KOBELY. manager. Safety & Casualty, Columbia-Geneva Steel div* XI. S. Steel corp.. San Francisco, Calif. 77r*w Ending 1999--FRED CLAIBORNE, safety assistant. Pan American Petroleum corp, Tulsa. Oklx; FRANK E LADERER, associate director of safety. Nation wide Insurance. ColembuS. Ohio* E. P. MARCONI, manager. Safely Branch Aro, Inc* TulUhama, Term. Term Ending i960--GEORGE M, K1XTZ, chief accident prevoitton Si health div* V. S, Buream of Mines. Region VI, Dallas, Tex.; CLYDE F, SCHLUETER, accident prevention manager. Employers Mutuals of Wausau, Wis.; VIRGIL L. WOMELDORFF, safety director, Illinois Power co* Decatur, IlL Regional I'iec Presidents Eastern Region--ARTHUR H, CHRISTIAN, corporate safety engineer, American Viscose corp-, Philadelphia, Pa. ,Vctrtkeast Region WARREN J. PETERS, engineer. The Travelers Ins. co* Rochester, X, V, Southeast Region--P. W. LOGAN, division manager. Engineering department. Liberty Mutual Insurance co* Atlanta, Gx Central Region--JOHN F, JONES, safety supervisor. Commonwealth Edison co* Chicago, in. East Central Region--SIYRON L. MILLER, supervisor of safety, Westinghouse Electric rots, fcm Pittsburgh. Pa. ROBERT CLAIR resigned due to illness. He was replaced by DONALD G. VAUGHAN on Ian, 14, 1958. JOHN F, JONES, safety supervisor, Cewwmonwerlth Edison . Chi cago. ItL. w*a made second vice president. |Vest Central Region--HOLLEY P. BRADLEY, supervisor of safety. Service Pipe Line co* Tulsa, Okla. Southwest Region--EDWIN B. LOCKE, manager engineering department, Texas Em ployers Insurance Assn., Dallas, Tex. Western Region--S. KIRKLEN COLLINS, superintendent, accident Loss Sc Prev. Dept. Fireman's Fund Group, San Francisco, Calif. Past Presidents: W. N- COX, JR* Professor of Safety and Industrial Engineering, School of Industrial Engineering, Georgia Institute of Technology. Atlantx Gx; EDWARD B. LANDRY, Benjamin Franklin Station, Washington. D. C; HENRY B. DUFFUS. administrator. Accident Prevention, Westinghouse Electric corp, Pittsburgh, Px 'landing Committee Chairmen Committee on Awards Sr Honors--PIERRE E. DERY, supervisor of safety. Dominion Rubber Co* Ltd* Montreal. Quebec, Canada Committee on Chaffers--OTTO C, HAIER, safety director. Standard Oil Co. of Ohio. Cleveland. Ohio Committee on Cooperation with Engineering Colleges--FRANK E LADERER. asso ciate director of safety. Nationwide Insurance, Columbus. Ohio . Committee on Cooperation with Engineering Societies--JOHN V. GRIMALDI, con sultant in safety services. General Electric co* New York. X. Y. Committee cm Finance--GEORGE F, NUERNBERGER, safety department, Kaiser Steel corp* Fontana, Calif. Committee on Genera! Publications--FRED H. KOBELY, manager of safety and casualty. Columbia-Geneva Steel div* U. S. Steel corp* San Francisco, Calif. Committee on Membership--GEORGE L. GORBELL, nitty director, personnel rela tion* department. Monsanto Chemical co* St. Louis. Mo. Committee on Public Relations--ROLAND C BAUER, safety supervisor, Kappers co* Pittsburgh, Px Committee on Research--MICHAEL F. BIANCARDf, manager, safety services dept.. Atlis-Chalmers Manufacturing co., Milwaukee, \Vj, ' Committee on Safety Laws and Regulations--THOMAS R. LEADBEATER, safety Committee on Safety Standards--CLYDE F. SCHLUETER, accident prevention mana ger, Employers Mutuals of Wausau. Wausau, Wis. Committee on Technical Publications--HENRY G. LAMB Bfooxvitfc, N. Y. Special Committee on Congress Programs--DONALD G. VAUGHAN, manager, engi neering & inspection dept* Aetna Casualty & Surety co., Hartford, Coax Special Committee on Action Program--J. C. STENNETT, director, accident 4 fire Special Committee on Junior ./eAtervwie/t/--HOMER K. LAMB1E, El Cerrito, Calif. Special Committee on Membership Servieet--~VL PETER MARCONI, manager, safety branch Aro, Ttilfahoma, Tenn. 109 Special Committee oh Motor Vehicle Oferation--AMOS E. N'EYHART, administrative bead. Institute of Public Safety, The Pennsylvania State Univ., General Extension Annex University Park. Pi Specie! Commutee oh NSC-Society Relationship--DR. WILLIAM P. YANT, director of research k developmeit, Mine Safety Appliances co, John T. Ryan Menorial Laboratory, Pittsburgh, Pa. Special Committee oh Review of the Constitution and By-Laws--WILLIAM N, COX, JR* Professor of safety & Industrial Engineering, School of Industrial Engineering. Georgia Institute of Technology, Atlanta, Ga. Special Committee oh Society Exhibit at Museum of Science and Industry--ARTHUR R, GRAHAM Safety Engineer Bittnunou* Casualty Co. Insurance Exchange BIdj,, Rat A-917 Chicago. Illinois Historiam--EDWARD B. LANDRY, Benjamin Franklin Station. Washington, D. C Pfatioual Safety CatmeR Representative--DAVID L ARM. manager. Industrial department. National Safety Council. Chicago. IQ. no Other Volumes in this Series Users of this volume will find much value in its companion volumes. Here is the list: Vol. No. TITLE Stock No. 1 General Stnim and Detailed Indcs to all Volumes................... 02227--I 2 Ariitiaa: Aeronautical Industries Section ft Air Transport Section.............. 022.27---2 3 Satie Steps in Accident Prevention.................... ............ 077.37---3 4 Comcot and Quarry Industrioa............ ..................................... ........................... GZ2.27--4 5 OwMea! industries ............................................................................................. 0037--I 4 Cool Mimny Industry............................................................................................... 022J7--4 7 Corntinotion Induetry and Public Employment (Public Employe* Section)... 022.27--7 t Electrical Equipment Industry and Public Utilities............ .. 077.77--9 farm Safety ............................................................................................................ (HUT--t 10 Fertilise/ Industry .......................... ................................................... .................. M2J7--19 11 Food. Meat Pecking ft Leather Industries, Trades and Services........................ 022J7--11 12 Glam and Ceramics industry and Rubber Industry........................................ G22J7--12 13 Hem* Safety ........................................................................................................ 022.27--I) 14 Indurfeiel Subject Sessiens (Sponsored by ASSE)........................................... Q2U7--14 15 Labor ...................................... .......................................................... .. 02247--IS 14 Maritime Industries (Marine Section).......... ,, ............................ 022.27--14 17 Metals Industry..................................................................................................... 022.27--17 15 Metals Products Industries (Automotive and Machine Shop Section: . Power Press and Forging Section)................................................... .......... C22J7--19 It Mminy Industry ..................................................... ................... ......................... 02207--It 20 Motor Transportation Industry (Commercial Vehicle Section)...................... 022.27--20 21 Occupational Health Nurtinf Section............................................................. 02U7--J| 22 Pctrotoan Industry ..................................................................... ..........................02U7--22 23 Printing and Publkhtef Industry. . .............................................. 022^7--23 24 Pulp and Paper industry....................................... .............................................. . 023L27--24 25 Railroad Industry.......................................... ..........................................9X227--2* 24 School and Celfcfe Safety............... .................................................................. 0ZU7--24 27 Traffic Safety..................................................... ........................................... 02227--37 31 Transit Industry .............................................................. ....................................... 022J7--29 2t Weed Products and Textile Industrie*......................................................... . 02227--2t 30 Early Mommy Sessions, "Human Relationsand Mn-Manayemant**........... .. 02227-->30 MUCKS ON EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages-- 23 to 48`*page*-- 49 to 96 pages-- Over 96 pages-- 1 to 9 copies Each $02$ J5 ,45 .60 &5 10 to 99 copiss Each 9020 28 J7 50 .75 100 to 999 copies Each $0.17 2S 23 .45 20 1900 or more Each $0.17 25 23 .45 .70 Complete set of Current Safety Topics (JO vols.)--$9-50. Stock No. 022.17 All prices shown are subject to a 10 per cent discount to Natioml Safety Council members. NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVI. CHICAGO II, ILL I7M2SM2 112 marts ia *.*. 0 J7--H LABOR SAFETY Transactions of the 4StH National Safety Congremm (October 21-25, 1957 Chicago, tU.) XATIOXAJL SAFETY COVXCtl. 42* N. MICHIGAN AVENUE. CHICAGO 11, IUINOIS CONTENTS Accident Investigation....................................... ................. 7 The Union's Role in Safety..................................................... 9 Occupational Health Control Through Engineering. ..... ...Hoyd A. Van Atta tl Safety--A Moral Responsibility c .................................. . Dr* Cameron P. Hall 12 Labor's Stake in Safety ............................ 16 Good Communications Help Safety . . .............. 21 Pole of the U S. Department of Labor in Occupational Safety...................................... ............ 24 North Dakota Takes Safety to the Small Communities.. 25 The Oregon Safety Story....................... Officers ... . .William A. Callahan 29 34 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organised less than half a century ago, a time when man's thoughts bardy kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-spaee travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safely Topics are those of the Congress participants, and not necessarily those of the National Safety Council. LABOR CONFERENCE This volume is a record of the sessions held at the 1957 National Safety Congress by the tabor Conference. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Labor Conference carries on in behalf of its members, and for the benefit of accident prevention work in the labor force. This section gives guidance in the prepa* ration of a great variety of technical and educational material useful in the day-to-day safely programs of labor. The activities of this Conference are under the direction of its executive com mittee, the members of which are listed at the close of this volume. S ACCIDENT INVESTIGATION by JOHN GRUDEN director, health Jr safety dept-. United Auto Workers, Dearborn, Mich. I un a representative of Ford Local 600. fAW. (he labor organization which repra.fni* all hourly-rated employees of the Ford Motor company's giant Rouge Plant. My -peeinc duties are to handle problems and cmplaints relating to health and safety* which arise in that plant. Before speaking on "Accident Investigatj.n," which is my subject today, I should like to familiarize you with the physical c-mposition and operations of the Rouge Plant, the Union's functions in the plant, and our health and safety grievance pro* icdure. The Rouge Plant divided up into 18 units. Our total membership is in the neighbor* hood of 37.000. Approximately 250 full-time Union committeemen represent these people. Each ot those 250 representatives is author* i?cd to handle matters pertaining to health and mtefy. however, odi of the 18 units has a health & safety director who deals almost exclusively with health and safety*. KANT UNITS The 18 oiiu in the Rouge plant, the number of members in each, and their prin cipal operations are as follows: 1. Dearborn assembly plant--3.030 mem bers--assemble cars. 2. Dearborn engine plant--2,624 members --machine cylinder blocks and as semble motors. 3. Dearborn iron foundry--3,462 mem bers--make cylinder blocks, etc. 4. Detrbom specialty foundry--687 memben--make valves, tappets, crank shafts. etc. 5. Dearborn stamping plant--4,472 mem ber*--itamp car bodies and weld them together. 6. Ford central parts depot--610 mem bers--store Ford parts and ship to dealers throughout the country. 7. Frame plant--3,437 members--make car and truck frames. 8. Glass plant--t, 183 member*---make windshields and door windows. 0. Mercury' parts depot--283 members-- store and ship out parts. 10. Maintenance & construction--5.486 members--do all maintenance work throughout the Rouge plant 11. Miscellaneous unit--1,123 members-- coke ovens, blast furnace and by-prod ucts. 12. Motor plant--3^ members--work on government project. 13. Open hearth--734 members--make special steel. 14. Rolling min--1,933 members--roll out sheet metaL 15. Standard transmission $c radiator plant c --1.647 members--assemble transmis sions and radiators. 10. Steering gear plant--179 members-- assemble steering wheels. 17. Tool Sc die--4,000 members--do all typo of tool and die work. 18. Transportation --1,245 members-- trucking, railroading and portable cranes. This gives you an idea of the variety of safety problems that can and do arise, and each must be dealt with individually. The Union recognizes that health and safety are management's responsibility; also that plant managers should provide leadership. How ever, Unions should assume the responsi bility of protecting their members and see ing to it that the policies set up by the company are earned out. Unions should also establish some saicty policies of their own. Wc know that industries are not in busi ness to kill people, however, as the old adage goes--"An 'ounce of prevention is worth a pound of cure." It is for this rea- that plant inspection is important. INSPECTION TOU85 The Union makes tours of inspection throughout all units of the Rouge plant whenever it deems them necessary. The members are also urged to report any and all problems pertaining to health and safety, 7 1957 Sational Safety Congress as well as potential hazards. Listed below that everyone who entered the plant should are the things we watch for and check dar near protective eyeglasses. ing our inspection tours; housekeeping U at the top of the tut because management can be judged by its housekeeping. Management called m representatives of the Local Union and asked diem to help put the program over. After reviewing the t. Under housekeeping we look for-- program the local Union representatives felt a. Loose material and objects under foot. * b. Loose material and objects over it was a good one and then attempted to convince the Unit leadership that this was bring done for their own good. head. e. Pilling. d. Projecting nails. e. Disposal of scrap and waste, f- Tool housekeeping. g. Marked aisle lines. It. Window cleanliness. i. Painting. j. General cleanliness. k. Orderliness. EXPERIENCE lUNDNESS tn an effort to get their idea across, the company asked the Union leadership to cooperate in an experiment where thev woutd experience just what a blind person goes through. Each person was given a "Let's Pretend Kit" which contained a blind fold. a toothbrush, tooth powder, suit mate rial. braille reading material, cigarettes and matches. (. Fire hazards. Each person then went through a routine 2. Material handling. such as a blind person must go through J. Adequacy of aisle space and working space. 4, Guarding of transmission machinery. , Point of operation guards. iiaily. He first went into the bathroom u> brush his teeth. Believe me, the tooth pow der wCnt in all directions--everywhere ex cept on the toothbrush. After breakfast he would want a smoke; he would pull out a 6 Maintenance, cigarette and try to light it--there were 7. Hands tools. Ladders and portable steps. 9, Hand trucks, power trucks. 10. Floor*, platforms, stairs and railing*. many burned noses. He then attempted to read his newspaper in braille and later, when getting ready to go out, had to select his suit by touch. As a result of this experiment the Union 11. Lighting. leadership in this building supported the 12. Cranes, hoists, derricks, and plant eye 'protection program 100 per cent. railways. 1 *hall now get on with my subject, "Acci 13. Electrical equipment f particularly ex dent Investigation." The purpose of accident tension cords). investigation is to discover the causative 14. Elevator*. 15. Other personal protection equipment. 10. Dust, fumes, gases and vapors. factors, the hazardous conditions and prac tices which brought the accident about v> that proper action may be taken to prevent a recurrence. 17. Pressure vessels. If? Exits. 19. Yards, roots and roadways. 20. Eye hazards. RND CORRECTIVE CAUSES It is important to obtain complete informa tion as tn the causes--all the corrective causes that led to the accident, not just the Speaking ot eye hazards. 1 would like to major cause. relate to you an interesting experience we This point brings out the importance of witnessed when, some time ago, manage eliminating the factor of fixing blame. If ment wanted to trmiune a 100 per cent e\e part of the purpose of the investigation is protection program. The Union leadership to fix blame or if the workers think that is in this particular plant objected to a 100 per the purpose, vital information will often be cent program; in their opinion it was suffi withheld or the facts distorted. cient to have the men on the jobs wearing The use of even the milder term "fixing goggles. Management, however, insisted responsibility" is questionable unless it is S Labor Safety ittade dear that the purpose is to find out *hose performance should have been better in what way so that he may be helped (rt improve and not again contribute to an accident. When an accident occurs and someone is injured, the first concern should be for the tttjurcd individual. He should be placed in the proper hands for treatment. Usually his ^xiditson is such that immediate interroga tion should be avoided so as to give the doctor or first aid man an opportunity to nuke him comfortable, treat him for shock utd take care of the injury- It is a mistake ie run (he risk of upsetting the victim by pressing him w-ith questions. It is much better to wait until he has had a chance to foliect his thoughts and get his nerves under control. In a complete accident investigation reI^rt--made hy men who report honestly, impartially and I rankly--the word "careless ness" should not be used because it has little or no meaning. In one of nur plants the "who-when-where-how" idea Is used on ihc accident report and it simplifies matters. We hate a health and safety agreement with the Ford Motor company which pro* rides for the following procedure to be used to correct complaints: In the first stage, the committeeman who may have a health and safety problem in his district tries to correct it by discussing the matter with the foreman. If the matter is not satisfactorily settled in this step of ilie procedure, he turns it over to his unit safety director who tries to correct it through zone tabor relations and the company's safety man. If he fads at his level, the grievance is appealed to the second stage in which the local Union tries to correct the problem with the central office of the Ford Motor company, (f it cannot be rectified at this level it is appealed to the International Union who takes it up with the top brass of the Ford Motor company. If the problem cannot be resolved in this stage of the procedure, the Union then gives the rngipany a 12-day strike notice. I 'am happy to say that we have thus far never had to resort to this last step of the proce dure. The Ford Motor company cooperates with u> very nicely in matters pertaining to health and safety and our relationship i excellent.^ THE UNION'S ROLE IN SAFETY by AL E. BROWN vice president. United Papetmakers It Peperworlcn, Portland, Ore. The majority of workers know little about labor union activities prior to the early 30's. Truly there are some within the movement who took active part in the struggles during and since the turn of the Century*- However, by and large what most people know about the early history of the labor movemeit they have read and of course people's im pressions about the labor movement are impressions gleaned from the newspapers. The good deeds are not reported princi pally because they arc not news. The pride and loyalty to one trade union which existed in the heart of the members in the past have passed away. The member is now demanding that his trade union constantly seek means of giving him service to protect his welfare and improve his economic posi tion In the early 30's, the labor movement with which we are familiar, was bom. In a number of instances the organizing was on a voluntary basis. However, wc must remember that in the major industries or ganizing was difficult and was extremely time-consuming and costly. The first fight of workers and their unions was to gain re cognition from the employers. Once this was accomplished the struggle was to regain the wages which the employer had taken away during the recession when organiza tion was at a minimum. 9 !957 Xa!'tonal Safely Congress SOUGHT FRINGE IENEHT5 After this the regaining ami the better* fnoit oi working condition* became a focal point for activity. Upon bring partially or totally acceful the demands oi labor turned to the so-tilled fringe items. Re cently. the fight to stay ahead of the rising cnt-oi>living ha* demanded the attention of the worker and his trade union. munity and state sponsored safety program* Each International Union should establish a department headed by a competent director to assist in promoting safety within its local union*. International Unions wiih training departments or educational depart, menls should add to their curriculum a course to prepare the plant union safetx committeeman to do Ills job. We liave passed over rather hurriedly the general bargaining history- of the labor movement since it* rebirth in the early 30'* and of course a number of items which have been important have not been men tioned. During this time most unions liad little time or energy to devote to protecting the atcty of the members. In all fairness, however, there have been some outstanding job* done h> the unions in omc industries and m some segment* of industry, The l>c-i jJ l* the unions has been done, a* far a* safety wa* concerned, in those industries dcptoraMe with safety records. Thi* was arrocnpli-hcd principally heouse atety was foremo*t in the mind of the worker. He saw hi* fellow worker injured and kilted and as far as he was concerned protection of life and limh look precedence irtrr other demand*. UNIONS WROTE SAFETY COOES \ mimi<r of unions base devoted a sreat deal of time and effort m formulating and promoting safety codes to reduce fa talities and lost-time injuries. Safety codes are extremely important and worthwhile, however, without proper policing the ex pedient employer and employee can enjoy a field day. Each effort, put forth by the union, regardless of sire, is important in the over all effect of presenting injuries to the wageearner Each International Union lias an obliga tion to make known to its affiliated local union that the union has an obligation to represent its membership in the field of safety whenever it can effectively do so. The International Union has a responsibility of encouraging local unions to affiliate with die National Safety Council to promote a united front for labor in the field of nfety, irrespective of International affiliation. International Unions should encourage local union* to participate in plant, com- USE FUIUCATION MEDIA Publications such as newspapers, journals, magazines and bulletins can most cffectiveh be used in promoting safety in the mind of the membership. Usually these organ* find their way into the home of the member, where not only he. but others can read them The International Unions should enthuse their local unions with a desire to promote adequate industrial compensation laws w* that the injured member will receive ade quate care and compensation. Maftv employers had little time for acci dent prevention as long as the community and charitable organizations took care of hi* injured and maimed worker and the dependents of his fatalities. \Vhoi industrial compensation laws were enacted and the employer* had to assume an additional cost burden, the employer usually became inter ested in his accident frequency. It i* true there have been and there are employer* who have been genuinely interested in the safety and the welfare of their employees. However, it is regrettable that in the past there have not been more, because there would be fewer people working at a re duced income because of an injury' and here would be fewer widow* working to support their families Iwcause of a fatality. EMPLOYERS' ATTITUDES CHANGED Generally speaking the attitude of em ployers regarding safety has been changed. This change has come slowly in some in stances and rather fast in others. Some employers have the attitude ihat safety is the problem of management and the carry ing out of safety programs is a sole func tion of management. Others have taken a realistic approach and have felt that a program of accident prevention within a plant must have the support of both labor and management and have created joint labor and management safety programs. 10 Labor Softly riling labor the opportunity to assist in tlfiermining what an effective program Juiuld contain. $ome of the top management people in die Pulp and Paper Industry oi the West t/cast have in recent years stated that the most valuable asset this industry has is the ,*opie who work in it. Another industrialist -lated that safety was on the same level of importance as production. They must have meant what they said because these manage ments and their unions have established a joint safety program and in a period of the past 10 >cars have reduced the fre quency figure for mills in Washington, Oregon and California, a total of 45 mills with approximately 20,000 workers, from an average in 1945 of 38-99 to 6.04 in I956.^k OCCUPATIONAL HEALTH CONTROL THROUGH ENGINEERING by FLOYD A VAN ATTA industrial hygienist. United Auto Workers, Detroit, Mich. The engineering part of the occupational health program is concerned with the con trol of those aspects of the work environ ment which may have an adverse effect upon the health of the workers in the area. The most obvious conditions are those concerned with the temperature humidity, lighting and iciuilation of the place of work. One tends to think of these items as con cerned with comfort rather than with health lwit it should be quite obvious that if the icmperaiure i* excessively high, or exces-ively low it can be rapidly fatal and this t* indubitably an effect on health, although uni a chronic one. Somewhere between the normal room temperature and humidily at which we are comfortable and efficient, and the tempera ture and humidity at which we die rather abruptly, there is a limiting x-aiue at which men can work, probably not in comfort but without permanent harm. It is part of the business of the industrial hygienist to deter mine this point and to arrange the working condition* so that the limit is not exceeded. Sometimes the control of heat and hu midity problems is through ventilation and it is always the first idea, when a man is working on a hot job to turn a fan on him. It always helps some but on most hot job* it ts only a part, and often only a small part, of the total control which is needed. To control properly the man's thermal en- vironment it is necessary to consider and often to control both the humidity* and the temperature of the air which surrounds him and the sources of radiation which are within sight of his working position. INDUSTRIAL POISONINGS The major interest of the industrial hy gienist in ventilation cornea in the control of industrial poisonings. There are a few cases in which industrial diseases are con tracted as the result of swallowing some material or as the result of contact of some materials with the intact skin. But they most commonly arise from the inhala tion of dusts, vapors, mists, gases or some other form of material in the air. The reason for thi* is dear after a moment's thought. Such materials as the phenolic compounds (carbolic acid, cresols, resorcinols and so forth) and the aromatic amines (aniline, toiuidines and so on) are easily and rapidly absorbed through the skin but the undamaged skin is designed to protect the body from attack and is a complete barrier against the ia.-t majority of material*. Because people do not make it a custom to eat the thing* which they handle in industry, industrial diseases caused by ingestion are also uncommon. They can and do occur, people do eat occasionally with their hands contaminated with toxic materials and eat as much as is required to produce industrial It /W Xatuttai l -nprerr disease I wall ne plant where the cm* jilmpo t.f a lieu*-treating departmem had hvr^Trrd th-? tf>m rcoid Imt nicely t,*a*>trd v*ndHide \<y floating than an a juerr *!e' *- *W lead jwrt. Thj* i* one the itferfs-<h :>r dcvetofimg ohrrxrir 'ic>d }- iw'iunj h .-*v;c:ki ct lead Since :hi >r *? thmg i* rather wunal, lc m.t* -r j"'.l4t-fn m The nicmrcrtnc ctci- ( t m cufiBtuinal di-*aw h*e t do with preventmg varum* kmds d dttts vapors >> vn prnmg mt the sur m pl:.rc uliere mm ran lecath them. There .<re a saner* oi ncthcris axistable. SUBSTITUTE MATERIALS It j* eifumt po*-ibl Tf ut-1itutc * !r* t xir tnatma! for the one ahich i* l<inc u*ed and avoid the problem \ rather rcerw.w : example mould he tlw `ulxtitutim t a water etrmSw'ci paint W a Urquer made up with solvent* This uilve* the problem of control &i solvent vapor* with tv further effort. It doe* not r>ece*ri!y solve the whole control problem mce the pigment may also be toxic. Occasionally, it may be possible to avoid the hazard by putting it somewhere where people do not tro in the norma! course of work. It should not be overlooked that iso lated ojerauc-ns almost always require su pervision and maintenance and the people who do this work must be protected. An isolated operation which is a serious source or air contamination is very apt to become a neighborhood nuisance. A more generally applicable device i* the enclosure of the process. This is mu* readily seen in the chemical industry where many processes are carried out in a com pletely closed system from the raw materia' tanks at one ed of the packaged produ-- at the other. When thoroughly earned ouenclosure of the process onqoesnoaably pro vide* the most complete and ciMt fnol-prv' protection for the workmen. The type of control whirh is c-- mm is removal of the ccntammaut. ettir* from the general atmosphere by vemtlati or at the source by local exhaust vomlaTi"nr by other means, rodi as wet operao'e which will prevent corrrammanm irim hem;; dispersed into the atmosphere. The industrial hygienist will crneralh ctatsider protective cqmprrtm to be prett* tar down the line as a primary method for conirolling a hazard It i* useful as a prim ary mean* when the hazard is of short Juration trr txsuts urfnqantly. The main use of personal protective equipment is as a -eeond line of defend after the hazard i* pretty well cootrolled by engine* tiny means. The main problem. in a great many in stance* is to recognize the exact nature and extent of the hazard. When this has been done, the appropriate means oi control are apt to be fairly obvious. The fact that the particular condition has never been con trolled by a particular procedure which looks correct is not an adequate reason lor deciding that it never can bc-A. SAFETY--A MORAL RESPONSIBILITY by DR. CAMERON P. HALL executive director, National Council of the Churches of Christ in the U. S. A., New York city Like the Iwo bit coin in your pocket, safety ha* two side*. One side deals with what we do when safety fails; the other ide concerns what we do to promote safety. Specifically, we arc to dig beneath the pro gram and method, beneath the device and technique to the moral basis for why we should do even more than we are in push- 12 ing our safety record higher and higher. At this safeguard-end of the safety problem religion has a place as significant as at the breakdown-end. A concern for safety mea sure* t* fed by a lively sensitivity to the welfare of the individual that is at the heart of the religious life of this nation. Judaism and Christianity are together in affirming f.-abor Safety la* living truth: the individual is of worth revise he is of worth to God. What we ;i j people do to express in practical term* -t worth and dignity oi the individual is a -- -a* resjxmsibility upon each of us as an ! -.-.teal and together in groups. physical safeguards on the other hand. Blindness by a union toward, or tolerance by an employer of. any carelessness in safety measure* is an unethical practice toward union members and other workers--it i* a failure in moral responsibility. * a are intimately involved in all the aw and interests of organized labor. ior cf these, but it is not isolated SAItETY PROMOTES FREEDOM And thirdly, American labor is out in > <ir '-the? issues which arc also moral front in helping bring the strength of the .. ^ before I plunge into the moral United States into the irce world. A sense .....^.U!v. I want to stress that safety is of moral responsibility for safety is at the , jr4 pared <>f other labor programs . . are iho <hot through with moral heart of what the free world stands for-- the worth and dignity of the individual. -- i*iiTT * sftvtance. safeguards against unem.-wr* are an accepted moral rcsponsi1 rv We haw the Full Employment Act i :o*6. which makes the avoidance of un; invent a public policy. That a man - lo^e an opportunity to work is a moral ><ie; that industry, labor and the public mm putting a floor beneath the chance to be employed is a moral responsibility. When technological advances, such as auto mation. are introduced which threaten the availability of jobs, counter measures arc promoted by labor, and receive a good hear ing among u*. Why? Because dealing with threat* to unemployment is accepted a* a moral responsibility in our American way Many test* that we Americans have to meet before world opinion have to do with saiety --tests that we are far from passing with the grade that we can always be proud of. last tall, we had to expose to the world the hazard to their safety of nine Negro children in going to an Arkansas school. That kiiK^ ot hazard to safety is a failure in our moral responsibility toward the worth of a child. But turn to another aspect of our national life. Our march to ever greater abundance, ever greater productivity, ever greater tech nological prowess is impressive, even breath taking. But we should be equally concerned with the pace we' are setting in on-the-job. occupational saiety. And beyond this we t life. now stand on the threshold of the nuclear energy industry, with its reactors and iso UNEMPLOYMENT--A MORAL ISSUE topes, its fissionable fuels and their radio Hut whence come major threats to a man willing to work being unable to work? Cyclical, technological, and other eai:-cs, to t< sure. Stand out. But men are e*-* - !t too often--out of a job because tve been hurt or maimed or disable-' ..ell a* active wastes. The hazards of radiation in this new industry give to moral responsibility for safety a new dimension and urgency. Let me just mention three characteristics of the potential harm there is in radiation: l. when you are hurt by over-exposure, nr*d because of some overall * ie or technical squeeze. Loss of job . "me is due in large pan to failure in s. . .xrds against accident*. Safety is a moral respon you do not know it at the time and so Start caring for it; you learn of it--later; 2. the harmful effects are not transitory; instead, they add up--accumulatively; 3. radiation sibility because assuring the opportunity for can reach into the human reproductive sys employment is a moral responsibility. tem and hence blight later generations. While Again, ethical practices by both labor and management are recognized as a moral re`ponsibilhy of both. This phrase--"ethical practices"--ha* taken on specific reference to the right of the individual union member to protection against the misuse of union and welfare funds. But certainly he is these dangers are near the surface in the use of radio-active materials, they can be kept under control by vigilencc. Certainly safeguards against these risks should have top priority in a safety program. When a stranger, say from the relatively underdeveloped countries in Asia and Africa, equally entitled to protection front unnec or from behind the Iron Curtain, should ask essary' accidents--through education and of us, "In your impressive rush toward training, on the one hand, and through mounting economic prosperity, and now into 13 1957 National Safely Congress the age of nuclear energy for industry, how expendable i> the individual--his lingers, his limbs, his lungs, his very life?" That i ,1 fair question in the light of what we profess as a free world. We had better make sure ihat the answer we c*n {rive at any time mil also sound impressive. These past few moments we have been seeing that safety does not stand off bv itself as a moral responsibility; rather it stands inside many of today's moral issues. I warn now to point out that by itself the preservation of safety is one of these great ntorsi issues. ACCIDENTS KOI INDIVIDUAL For one thing, accidents hurt the tndividuaL They rob him of his Cod-given life, or his Cod-given nght to full growth as a person through health of body. "Thou shall not kill" is the moral basis for any decent society; and a man may be killed not only by a gangster's bullet but through blindness or carelessness by others, including our selves as citizens, to safety protection. "Thou shaft not kill" means that directly or indirectly we arc not to kill another's chance for persona] development because he has been made a cripple or invalid through an accident. Of course we know of maimed nr chronically ill persons whose spiritual poise and courage and cheerfulness put to shame many who carry no ueh handicaps. Resources for living are not. indeed, tied to hands or feet or even eyes. But the truth is that God has made men with capacities of die body for ihe protection of which the community as welt as each person is morally responsible. The promotion of safety is a moral issue, in the second place, because of the family. The iamdy is, in a way. a spiritual and tocial hotly; and what happens to any of it* members affects all of them. The price (aid for accidents is paid by the family-- often a high price. I am not thinking here only of the drain upon the family budget. although that can be important A child rind a wife and a mother are as much a victim of any accident as the husband and father himself; and with 22 million women now constituting 3J per cent of our labor force, the immediate victim may be a wife and mother. The drain upon the family at the time of the emergency, or throughout the convalescence, and in some cases ex tending on into an indefinite invaltdxm makes safety a moral responsibility. Again, safety is just that because an acci dent weakens or deprives society of it* greatest economic asset, the productive worker. We live in a God-given world of vast and still unimaginable natural re sources; but what good are they for meeting human need apart from the work of men! An injured worker is a double drain upon our economic health. For one thing, a worker hurt becomes less of a worker or even a non-worker. His productive capacity, in part or in full, for long or for short, i* lost to the work force For another thing, a worker hurt becomes one upon whom the product of other workers has to be pcnt. The resources of society have to go not to building on his strength but in salvaging his weakness. To be sure, God's world i richly endowed with the resources for heal ing; and we can take much pride in the doctor* and nurses, in the hospitals and medicines which are a sign of our technical *kill> and our humanitarian ideals. But at best these simply make up for men being hurt through ignorance, carelessness, inhumaneness, or man's other frailties as a human being. If we could cut, say in half, what we as .American* spend ior the doctor*, the buildings, the medicines and the other costs for healing those hurt through acci dent*. what riches we would have lor schools and teachers, for boosing and rec reational program*.--*e, tor the healing need* in undeveloped countries? Because f the rots of aeridaits to a nation's cconomv, their prevention is a moral responsibility Of course it U said that the prevention of accidents al'o costs, and perhaps wc cannot afford this item of expense. 1 am reminded in this connection of the oft re peated assertion that slum clearance, for example, is so costly that we cannot afford it. But the truth s that slum areas cost too much to be tolerated. With their over crowded dwellings, their over-crowded class rooms, their pitiful recreational opportunities, these areas lead to economically wasteful costs--such as added police to enforce laws, added medical facilities to deal with the above-the-average sickness, added court pro grams to deal with broken homes and juve nile delinquency. Society saves money by 14 Labor Safety >ending it on neighborhood rehabilitation, he same principle works in regard to the revention of accident*. We have been counting up the human ?sts of accidents--the cost to the person, i his family, and to us, his neighbors and How amen*. To come at this thought com another angle, progress in accident revention is important for the conservation f our human resources. In our best molents, wc know that "this nation's greatest esource is its people; and that what we do n behalf of our human resource* is the est and promise of a democracy-." CONSERVE HUMAN RESOURCES program which this Congress represents we seek the fourth major pillar in a national policy- on human resources--namely, their conservation. \`at only is a safety program a moral responsibility, but in its meeting the chal lenge from hazards to life and limb, this program shows a high level of moral re sponsibility. ft stands for a maturing of our long efforts to deal with the threat in accidents. When we took at the road we have come, I see this safety program as being the third stage. The symbol of the first step is the hospi tal. It was not so long ago in the story of mankind, that when men were injured, they What doe* it mean tor a people like wc Americans to take seriously our human rrourees ? I suggest it means at least these our things. First, it means opportunity for he fullest development of each individual hrougft education. Any society that prolaims to the world its worth of the indikidual owes each individual an adequate op portunity to develop his capacities--and by Joing this for him we enhance our own nuntan resource*. Provision for free educa tion, now all the way into the university, is our way of enhancing our human resources through helping each individual to become a* much of a person a* he can. were left to die. or to turn beggars, or to be cared for out of the meagre resources of their family or neighbors. But some cen turies ago, elements in the community took rompassiop on those hurt or otherwise ill, and hospital* were started. Later on the ocial conscience of our communities did ' not {cave this only to private channels of compassion; the provision of free medical rare became a moral responsibility of citi zen* working: through their teveU of govern ment, However, this kind of concern did not focus on the cause of accidents but rather on doing something for the victims <,/ accident.*. A second i* provision for freedom of re ligion. Where men place their highest loyalty, and where they look for their deepest strength for the living of life, is a personal thing for each man. His choice must be a free one, uncoerced and uninlimidated. The provision far freedom of religion in our Constitution, and the strength ening of our religious institutions--churches and synagogues--through voluntary action by our people enhance our human resources. A third element is the employment of The second step ha* its symbol in work men's compensation taws. This was truly a large step ahead. These laws make at least pan of the cost of industrial accidents a charge on the employer in whose work place the accident occurred; this, among other thing*, puts * premium on safety measures. These laws also set up a careful and orderty procedure for assuring that the injured worker dees receive the care which he not only needs but to which he is entitled in the name of justice. people according to their own choosing. Free labor wc believe offers a better chance for men to give of their best in their work than a regimented or unduly restricted labor force. Not only full employment but free dom in the choice of employment is a means in the best use of our human resources. Through our educational and religious in stitutions we work for the development of our human resources; through a free tabor market we seek the best empiovmcsu of our -J ,H#. nfprv LAWS RELIEVE HARDSHIPS These laws also recognize a most im portant fact about accidents; a disability means loss of work, and loss of work meins loss of income--with alt that that means to the worker, hi* family, and the economy. Hence these laws provide for not only taking the cost of accidents from off the person, but in at least some smalt measure they take off the economic hardship from '957 National Safety Congress This is sheer gain, but these laws still focus oa doing something for the man who has met with an accident, rather than on driving full steam into eliminating causes for accidents. When a ship is sinking, then the whole weight of responsibility rests on maiming the life boats and getting the pas sengers and crew off the vest!. When an auto has gone hurtling off a thruway then the weight of moral responsibility is to rush medical care. But neither life boats nor ambulances are the full measure of moral responsibility that rests upon us today when ships still sail the high seas and cars ride the highways. Our moral sense has grown up beyond that level uf moral satisfaction. fa its modem con cept moral responsibility stresses preventing the worst from happening on the oceans andI on our roads rather than being content with picking up the pieces after the worst has happened. Total security is a goal that is beyond our reach, but great progress can be made when men of competence and good will and devo tion join together to help each other in every way possible to promote safety mea sures against accident hazards. The symbol of this step is, I suppose, the National Safety Congress itself. It stands for moral responsibility toward these hazards at its best, for our deepest responsibility toward the victim of accidents is to sec to it that alt is done to keep him from becoming a victim. And (hat is a worthy cause for all of us, wherever we are--in tabor and in management, in education and in govern* mtrit.A > LABOR'S STAKE IN SAFETY by A. J. HAYES international president. International Association of Machinists; Wee president, AFL-CIO, Washington, 0. C. I don't intend to stay within the limits of thic title because 1 ant certain little new inn-rmanon could be said about "Labor's '\take in Safety, It i* obvious that no one muld have a greater stake in industrial >;iiety than the men and women who are the direct victims of industrial accidents. To an employer -- matters of industrial mt'ety. occupational disease, accident pre vention and workmen's compensation--are all tied up with economic considerations. They are important insofar as they affect-- mil can be made to reduce--insurance costs, tr.-unin? costs and material costs. But these are alt money costs--cash costs--costs that are measured in dollars and cents. To a worker, on the other hand, an in dustrial accident is a matter of something that is even more tangible than money. It is a matter of a man's blood, bones and sinew--of tragedy, suffering and sorrow. And sometimes, in fact, more than 50 time* a day--on every working day--it is a mat ter of life itself to someone, somewhere, in this country. 16 That is why I say that labor's stake in safety s pretty obvious. Therefore I wilt touch upon aspects of the subject that are not often discussed--aspects tint are some what controversial. Perhaps (hey are not discussed because they are controversial, ETHICS IN SAFETY Since my views and public statements on the "corruption in unions" issue have been as frank and honest as I can make then. I see no reason to be any less candid m stating my views about matters of indus* trial safety*. I assure you, however, that I am not injecting controversy for its own sake, but because these are matters that con cern the men and women who run the daily risk of being injured, diseased or killed on their job*. Safety--and accident prevention--have an ethical as welt as aa economic side, t think none of it*--whether we represent labor or management -- would disagree with certain boric ethical principles in the held of indus trial safety. We would all agree, for ex- Labor Safely mple, that the objective of industrial safety hauld be the preservation of human life tnd the protection of human health. We could further agree that sa employer has t moral responsibility to protect his workers igainst disease, accidents, mental stress and nrections from the conditions of employ ment We all profess to agree that human life it not cheap; that man is not something to be sacrificed to a machine. And yet, these ethied principles are not always applied in day to day life nor are they self-enforcing. In practical application they come into con flict with individual economic interests, and So we finally got factory laws--and work men's compensation--and an organized effort to make mines, factories and nulls safer places to work. But of all the legislation aimed at this objective, workmen's comp*'* sztioa was the key. For until emplc. > were made directly and financially respon sible for the results of workers' accidents, they had no economic reason to prevent accidents. The whole pattern and fabric of our industrial safety program throughout the nation rests entirely on how good and how effective our workmen's compensation and oar occupational disease taws are. ECONOMIC REASONS thus must be enforced either through group Oh. of course, you can point to many action, or by society as a whole through other good economic rationalizations for in political action. dustrial safety. Yon cm say industrial ac As a rule society docs not move as fast cidents add all kinds of direct and indirect as the need would indicate. We all loxnv, costs to production. You can point to the for example, that the first industrial revoht- cow of hiring and training a new employee, (iMt had run its course for more than 109 of equipment damaged in a work accident, years before society got around to adopting of the time lost by other employees when . and enforcing rules and regulations of in dustrial safety. For more than 109 years industrial workers were given no legal pro tection against the risks and hazards of in an accident occurs. But I will throw them all right back to you and say that these considerations were present long before we had industrial acci dustrial employment. Here and there, a lone individual employer might attempt to provide decent and Health dent program*--and that it wasn't until ac cident prevention was reinforced with work men's compensation and occupational disease ful working conditions for his workers. But legislation that employers really became on the whole, the story of factory employ ment in the 19th century and through the early 20th century--was a pretty ghastly safety conscious. So it seems that the thine that count* here is bow good our workmen's compensa tion and occupational disease legislation I don't need to go into the details that are indicative of the cold indifference with which human life was held in American mines and factories. Suffice to say, it did not seem to neuter bow many men, women and children were killed or crippled in the course of a day. There were always more waiting at the gates the next morning--driven by raw poverty to plead for a chance to jeopardize really arc. And that's a good question l I've spent my whole adult life in the labor movement As a matter of fact. I was projected into it by the very thing we are talking about here today--on industrial accident. I went to work at 17 years of age because my father was totally disabled by a work in jury--an injury that eventually killed him. their fives and limbs. In the course of many years of Jtudying SOCIETY BROUGHT CHANGES The point { am getting at. of course, is fiat change--when it came--was not the emit of any regeneration of moral and tlucaf conviction on the part of employers, t came rather because society as a whole ru thoroughly revolted. It came because be American people were finally shocked oxxtgb to correct a condition that had pro- mwi worn---for 100 years. and dealing with the problems of my union --which are, of course, the problems of the members of my union, I realized that our present system of workmen's compensation and occupational disease legislation is com pletely and wholly inadequate to meet the needs of our complex industrial society. I ant not alone in that conclusion. There are. in fact, many men in the labor move ____* who feel even more strongly t9S? National Safety Congress than { do men who are firmly convinced that workmen's compensation has been a gigantic swindle on the American worker. state legislature. In fact, the hwpcctson serv ice in such states is not only understaffed, but the staff U underpaid, w*rained and This nation has tried to deal with a tecftnietlly unqualified to do a competent national problem by having 48 jeperate, con job in a field tliat needs a high degree of flicting--and in a sense -- competing state competency. statutes. .knd there'is no doubt but that workmen's compensation is one kind of labor legislation that states use to compete with one another to attract industry. But as bod as the utmioa in workmen's compensation and factory inspectkm may be, the situation in occupational disease cov erage verges on the criminal. .And this is a In fact, whenever we go into the state matter of more than just poor legislation. legislatures to get improvement or expan- It is incredible to think that in the second ion of existing laws, we invariably meet half of the 20th century 20 states Mill either employer counter-arguments to the effect have no coverage or limited coverage of that any further improvement in coverage occupational disease. nr benefit structure will shove industry into the waiting and sympathetic arms of states which are more concerned with payrolls-- titan with the people on those payrolls. But the grater problem is that there is too little understanding of the nature and complexity of occupational disease. The range and source of occupational disease in SAFETY INTEREST LACKING Certainly the health and safety of the nation's work force should not be a pawn m any state's bid for new industry. But that is just what it is under a system that allows Mississippi or Arkansas or Georgia to compete for industry by offering low workmen's compensation benefits and a mini mum of safety regulation at the plant level. Why should an employer pay 940 a week for a temporary total disability in Illinois-- when he can go to Arkansas and pay 925 a week for the same injury? The situation in workmen's compensation legislation is so bad. in fact, that the Secre tary of Labor. Mr. Mitdwll, although speak ing for an administration that normally fol modem industry U practially limitless. None of the ways by which man makes a living is completely free of some hazard to physical, or mental health. The risk of oc cupational disease grows grater every day as industrial processes become more and more dependent upon and saturated with toxic dusts, fumes, vapors, gases. acids and alkalies. Every day thousands of workers are ex posed to everything from arsenic to mercury poisoning, from benzine compounds to mag nesium poisoning, from sulphuric acid to chromium poisoning. Thousand* have oo physical or legal protection whatsoever against (lie chemicals and poisons that are slowly killing them. lows a hands-off policy in state legislation, UNAWARE Of RISKS has been constrained to speak out and to plead with the states to bring (heir laws into line with modern conditions. In fact, many are not even aware of the ride. They will find out who* it is too late. In many states they will also find out that But because employer* can play off one they have no right to compensation under state against another in this matter, the re- the occufwtional dlseise law. I wonder how ulu have been somewhat negligible. There sou tell a man who has contracted carbon is no indication that the remedy wilt ever tetrachloride poisoning, for example, that catch up-with the need, until there u broader h< Isn't entitled to benefits wider the occupa recognition 'hat industrial accidents arc a tional disease law because the legislature of national problem-- one that is truly solvable his state hasn't seen fit to recognize thsl only on the national level. carbon tetrachloride poisoning is an occupa The lack of a strong and equitable work tional disease? men's compensation system leads to a cor t recently nod a naiemcnc to tltc effect responding brie of interest in enforcement list "the scope of occtqariceaJ disease is oi safety codes and regulations. In many va-t almost beyond calculation1* and "it states the Bureau of Factory Inspection-- came*. in fact, unpleasantly close to being l whatever name it goes under--is little the major public health problem of our more than a sop to the conscience of the time." 18 Labor Safety If that is so--and I (or one am inclined to {where It--It .is tragic commentary on our time--cat the ethics of a business community ttut has done so little about it It is even more tragic in view of the fact that we are now entering a new phase in our industrial development--a phase of such sweeping change that some commentators have re ferred to it as a new industrial revolution. Think of that--we are entering a new in dustrial revolution without ever having fully lulved the problems that attended the old broken down under the stress of life in a complicated, impersonal and highly indus trialized society. But we don't know howmuch more stress people can take, or what effect automation will have on a worker's nervous system. At what point docs the human mind crock up from sheer loneliness lack of contact with fellow workers, from uninterrupted repetition and brainwashing boredom? f am not just tossing questions out at random here. All of the things I am talking one. * ( wonder if it will again take us 100 years io make even a decent start oa the health and safety problems that will arise out of luiomatkxi and atomic energy. These prob about--from workmen's compensation and occupational disease to radiation and mental distress--have a valid relation to industrial health and safety--and are proper subjects of labor interest. lems are not a part o! a distant tomorrow hot are already a part of the world today. Sow more than 1.300 industrial plants are using atomic materials in one form or another--in 1,500 establishments American workers are alread> exposed to the hazards of atomic radiation. Can we ov the state laws in existence today--indeed can we say that any system of state inspection and compensation -- arc adequate to care for the workers who will net leukemia or bone cancer because of exposure to atomic radiation? LOOK FOR DANGERS For safety is a broad term. It Is defined as: (I) the state or condition of being safe; (2) freedom from danger or risk; and (3) freedom (rom injury. Safety means freedom from any kind of danger, risk or injury. When we apply that definition to industrial conditions we must think in terms of hidden dangers as well. We must change our attitude toward oc cupational diseases--go out looking for them instead of trying to pretend they don't exist, DON'T KNOW PROTECTIONS Personally, 1 feel somewhat discouraged about the prospects. How can the states protect and care for victims of industrial radiation when they* laves't yet lamed to protect and care for victims of occupational diseases that have been prevalent for genera tions? We need only look at silicosis and pneumoconiosis to see the failure And iatiure to provide adequate treatment and compensation for these dreadful dust diseases is paralleled by the failure of industry to finance programs of research that woaJtf lead to their prevention at the source of exposure. Related to the problems of occupational disease and radiation is another matter that has received almost no attention in industry, nr in government. That is the matter of mental disease. We already know enough about automation to know* that it will throw or implying if they do exist, that they* have iot relation to induttriat cause*. I am not exaggerating when I say that industry* has taken a "head-in-the-sand" at titude up to now. It has tried to cover up occupational diseases rather than to isolate, prevent and care for them. Tliere hxs been . little research--cither governmental or private--in the field. The Public Health Service spends less than one cent for each worker each year on the pre vention of occupational diseases. The Na tional Institute of Health, which has made hundreds of research grants during the past three or four years, has mode less than half a dozen in the field of occupational healtlt. There is an iron curtain of secrecy around ibis whole subject. Not only does industry fail to support nod nUidh* research In occupational dis eases. itself, but men who have tried to do workers into a lonely and eerie work! in habited by monster mechanical devices. We also know that our mental hospital* are already crowded with people who have independent research find flat it is virtually impossible to get facts, information, or co operation from the people in industry who are m a position to help. Worse stilt, if a 19 195/ \'atiomoJ Safety Compress research project does tend to show a cor relation between employment and disease, the authors find it is almost impossible to get their work published or distributed. doctors have testified against workers and for management in occupational disease cases even though they knew thdr testimony was biased. The result is a deplorable lack of informs* lion about occupational disease. We are years behind other countries in this respect. Ooe expert in this field aid that research in pneumoconiosis m this country is 25 years behind that of Great Britain. SECRETS PREVAIL IN INDUSTRY Industry actively opposes objective re search and free interchange of information on occupational diseases because it is more afraid of the possibility of paying compensa tion benefits than it is that workers will die from lade of proper information and ade quate precaution. It should not surprise us that doctors can be unobjective in these cases where thdr testimony is bought and paid for. We have only to look at the wide-spread difference of opinion among doctors as to the effect of cigarette smoking to see that thdr testimony can sometimes be something less truth ful. ' Most doctors who are not ta the pay of dprtRc companies are convinced by ah the scientific evidence on record that cigar ettes undoubtedly contribute to tang cancer. But the doctors on the payrolls of the to bacco companies either deny that cigarettes contribute to lung cancer, or at best main tain that these is not yet proof. Here are specific examples that will illus trate this point. There is some medical evidence that the chemicals used in the dye industry and in the manufacture of synthetic rubber cause or contribute to cancer of the bladder. In fact, one of these--amine--is dangerous that it has been outlawed for all industrial uses in Britain since 1951. But efforts to prove, publicise and restrict the dangers of this deadly arid have hit stubborn resistance in this country. The large chemical companies have refused to find out if amine does contribute to cancer of the bladder and have stroegiy resisted in dependent research into this problem. As we contemplate these conflicting views among professional men--and as we thought fully study the reluctance of industry to be honest about this matter of occupational disease-^-we cannot help bat wonder whether the hut for profits has ***** many mes for get the real pnrpoee of fife. What ts the real purpose of fife? Is k pnxhxrbn and profit--or the wefltiriog of tfee nfrefcol? If there is coaffkt between the two. do we sacrifice production and profit or the weflbeing of the ndmfitil ? The ethical answer h Be the practical methods of rriifian tlw ethical rorvrhanon are mereffiSeak. a Much the same situation bolds true in the asbestos industry. There appears to be de cided after-effects on workers who produce asbestos in that there is a narked correla tion between asbestos employment and lung cancer. Here again, the industry has traditionally reluctant to cooperate is a full scale scientific study of this curious correla tion, This reluctance to do morcfi ta health hazards recurs in industry after In dustry. "*DOCTORS OFTEN IIASEO But eves worse when workers do succumb to cancer of the bladder or the lung, or to some other equally horrible dfffma. wc are treated to the spectacle of company doctors who testify that the disease couldn't possibly have been caused by their anpicymem. Doc tors are supposed to be above reproach in our society. But as a hbor official I have known of too many eases in which company FEDERAL ACTS NOS We ald moke a start by cwnaiag com- prehmtive federal workmen's mnifi imiim and occupational *> to the place of the chaos that results from having 4g Afferent state systems. But I have no hopes for sech a constructive ap proach la the foreseeable future. I am afraid the insurance lobby, and the employer groups that profit from weak adtnmistratiou are too strong for as at this time. So well just have to make that one of our long range objective*. But there are scene things we can do right now. We can try to have programs set up in the National Institute of Health and in the -Public Health Service which would recogmze the importance of occupa tional disease--and winch would put the re search effort in tins nation on a par with that of other civilized industrial nations. 20 Labor Safety If we cannot get decent factory* inspec tion from the state government, then we in the labor movement must resort to sclf-helpi. Many unions are thinking in terms of col lective bargaining clauses which would re quire the employer to adopt the safety standards set by the American Standards Association as the minimum acceptable in the shop. LAEOR FIGHTS FOR SEIF We are also prepared to bargain for more ntppiemental injury benefits when the com pensation provided by state laws is not ade quate to sustain a worker and his family. Although our efforts will directly benefit only the 17 million organized workers, per haps they will release new pressures that mil eventually result in unproved legisla tion benefiting alt workers. The American labor movement has but cne purpose---one reason for existence in .American life--to serve and protect Ameri can workers. There are times when we make ourselves pretty unpopular because we keep looking for the things that are wrong with American industry and American society. 1 may have offended industry men with this indictment of the ethics and morals of our business community. But 1 would be derelict in my duty and false to my trust as an elected officer of one of America's greatest unions if 1 did not say frankly and candidly that we in the labor movement are not satisfied with present legislation relating to industrial health and safety, workmen's compensation and occupational diseases. In a sense this is a great challenge to the National Safety Council--a challenge that can be met only if all facts are squarely faced. If we in the labor movement could count on your assistance in the fight for better legislation and more research on both the state and federal levels we might, to gether, make this a far happier, healthier and safer nation in which to tire and work. GOOD COMMUNICATIONS HELP SAFETY by 010*01 SCR1VEN public relations director. United Rubber, Cork, Linoleum & Mastic Wotkets of America, AfL-CIO, Akron, Ohio Ovr organization has been safety minded for many years. The record on that score -peaks for itself is a loud and clear manner. The results of oar efforts, in cooperation with enlightened managements, tell the stOTy of bow we have ***** the number of acci dents reduced is the plants in which oar members work. I shall not go into specific figures on frequency rates and such. I don't suppose any of you would dispute the flat statement that good communications help safety. But I'd tike to try and give you some of the techniques, the how and the why of that statement. First, let's do a little word analyzing. I reraiaiy don't want to sound tike the pon tifical professor lecturing his class on fanat ics. But when we say good in our topic "Good Communications Help Safety," we immediately infer that there is another kind besides good. And there certainly is. I think there is a lot of bad and fuzzy com munications going on in all fields. Within the subject matter at hand, 1 would say the word good means that type which gets some concrete reaction and re sults. In the United Rubber Workers, we think our coiumuniottcqs hare been good because we hare the results to show for it. MUST HAVE RECEIVER Now for the word communications in the phrase. You can't have cotnmunicatiocj-- the good type that is--unless someone is sending the message and someone is re ceiving it. I was in the Air Force in World War II. and 1 served as a radio operator in the Pacific aboard a 3-29 Superfortress. When I sent a message and no ooe received it, I didn't have eomaunkatioas. I was 21 1957 Saticmai Safety Congress juft talking to myself, and that wasn't enlightening and certainly was of no prac tical value. x reason for it Anything short of that isn't going to get through and U a waste of time. You've got to get through or you aren't communicating. Even with good communi cations--yes the best--you must remember that the transmission of ideas and advice is just a pan of helping to promote safety. The pamphlets, booklets, posters and news paper stories that we use in our safety work in the United Rubber Workers must meet the test of completeness, clarity and, most important of all. carry the reason, either You can't have good safety unless you directly or implied, for doing or not doing have safe conditions--no matter how good your communication system is So that's why we must keep in mind that good com something to promote safety. I'm afraid there are times when we alt write or draft messages that are dear to us, but are vague munications is an aid to safety and just in mass appeal. doesn't bring about safety automatically if proper safeguards are not taken in the first place. (ood communications then basically gets the word out to encourage us all to do what wc should do. Remember, the word has to he heard to have a chance of doing any Bond. In some recent issues of the United Rubber Worker, the official moothly pub lication of our union, featured in a promi nent spot, and boxed so that it caa be easily cut out. is a list of "do*" for workers when filing injury compensation claims. This i* a mass communication effort in helping safety. What are some of the ways of getting that word out--and in a manner that there i a good dance that tl will be listened to? PRAISE HIGH RECORDS Another recent issue of our paper carried HI try to omlme some of the ways that a story concerning the setting of X new the United Robber Workers has found to safety record by one of our local unions in be most effective. the East. It pointed up the tremendous rec Our union U considered as one of the tabor unions which pioneered well-estab lished safety programs, and l believe some nf our rommunkation techniques have been ord, comments by company and onion offi cial*. and named the committee members and the work they did in helping bring about this record. big help mates m our efforts- So, I'd like to talk a little bit about: mass towmonkatiwu. individual and/or selected group com munications. the dudtha technique, accident follow-up communication*, onion du*t and Our United Rubber Worker is profabl* out nxat effective toast emmunkation spring board for gening across our safety message. Your noon or company paper can do the saute. institutes. f think posters are effective too. I par MASS COMMUNICATION F>r<. considering the broad subject of mas* communication* as it applies to safety. I think it might be proper to point out you can't expect anyone to do something or not da something unless you dearly and con cisely tell him what to do or not to do. ticularly like the "right way" and the "wrong way" illustrations on afety posters and literature. Another effective technique is to mut in a few household hints with a safety message so that youll appeal to a wider audience--the whole family, wc hope. Often overlooked is the fact that posters can be placed in places besides the company By that I mean that dear and proper bulletin board or m the union hall. I'm direction is the responsibility of the sender-- thinking particularly that posters in a cof you as the safety man--in this business of fee itiad of restaurant near a plant can be communication. You've all no doubt heard effective. that one of the biggest complaints that em ployees have about bosses is that instruc tions are not dearly given. 1 think it's that way in using communica tion toots In safety work. The message must be dear, complete and there must be Remember, basically we're idling safety and one of the tools of idling is a program of constant and consistent reminding That brings us to our secood point--that of indi vidual and/or selected group commtmication*. 22 Labor Safely Here, for the most part, I want to deal with the safety committee in a plant. In the rubber industry, we have a number of joint labor-management safety committees. Many of our committees made up of union representatives hold regular meetings with management representatives for the purpose of discussing safety problems that ^nsc within the plant. Our policy is that <>ur safety committee* should be authorized other on a joint basis with management or on their own to make safety inspection trips throughout the plant. A good exchange of information between union and management goes a tong way towards helping promote afety. That'* good communications. INDIVIDUAL. LIMITED MESSAGES We liavc also found it advantageous to have minutes kept of safety committee meet ings. Copies of these minutes can be pro vided to members of the committee and the business of handling safety problems cart be expedited. That's another example of good communications. Perhaps one of the most important jobs of ilie afet>* committee should be to help promote an educational program on a joint basis with management to point up the im portance of the safety program. Everyone like* recognition for a job well tone. That's why a good awards system of ximc type can be developed on a joint labormanagement basis or a local union level to ive recognition to the department or divi sion of the plant with the fewest accidents. I know this is a familiar technique to many of you. but t want to point out that it U an effective communications technique loo because the word is passed through defwrtmcnt*, thus stimulating others to reach this award goal. In another phase of selected group com munications, t believe it is important that tlie safety committee members become ac quainted with the state division of safety regulations or codes and the division of the state labor department which has the authority of enforcement of safety regula tions or codes to find out how these state agencies can help their local union further their safety program. The checklist technique--the third point in this discussion---dovetails to a great ex tent with the work of the safety committee. \ good safety inspection guide should be given to the local union safety committee to make sure that certain items are looked into at each inspection made by the safety committee. I like to compare this with the checklist that an airplane pilot uses before take off. He doesn't take a chance on remembering everything that should be checked. He and his co-pilot take checklist in hand and go down a list of dozens of items to make sure that all is right before take off. A safety committee should follow a com plete checklist. This. too. is a form of good communications helping safety. Such a check list--which guards against memory lapses, oversights and provides a complete recordshould include such points as housekeeping, material handling methods, adequacy of space, points of operation, guards, mainte nance. handttools. floors, platforms, stairs, railings, cranes, hoists, elevators and rail ways. Other points should include electrical equipment, eye protection, other personal protection equipment dust, fumes, gases, vapors and mists, pressure vessels, other ex plosive hazards, oiling methods, chains, cables, exits, yards, roofs, roadways and any other items peculiar to a particular operation. ACCIDENT FOUOW-UP I have listed accident follow-up communi cations as a fourth point because f hdteve that we can Icam from mistakes. But t be lieve we can only team from those mistakes if we discuss them and--in short communi cate. The purpose of accident investigation is to discover hazardous conditions and prac tices so that further accidoits from similar causes can be prevented We attempt to tell --communicate, if you will--our members in safety work how to investigate accident* thoroughly to find how and why the acci dent happened and how and why it could have been prevented and can be prevented in the future. Often, in investigating an accident you will find an allied hazardous condition that will enable safeguards to be taken before' it is too late. We flatly say, as a pan of good communications in safety, that the safety committee should completely investi gate every accident and follow up fhe in vestigation with action. Keeping the lines of 23 Xatienat safety Congress communication open between union and man agement make* this follow-up possible. As * further part of setting the word out --or communicating with our safety committeonen. we fcoduct classes and clinics, which U the fifth and final point of this discussion. At onr compensation and safety clinics some time is spent in off-the-job safety, such as on the highway, in traffic, md in the home The intcroaiKra) Union has a library of vafety films used by local union safety com mittee* as well as at our clinics. We try m bring in outside speakers such as safety division, department head* and state factory division inspectors to give our safety com mitteemen a better understanding of how best to do their job*. Our committeemen -- and this ts again showing die value of communication*--at tend dty and state safety conference* as well as the President's Conference on Occu pational Diseases and the National Safety Congress. Incidentally, a good number of our local unions are affiliated with the Na tional Safety Council, Labor Conference, and we had more than JO delegates from widely-scattered local unions attend the Congress,.dh ROLE OF THE U. S. DEPARTMENT OF LABOR IN OCCUPATIONAL SAFETY fey S. J. lUTCHR supervisor, safety & union branch, Bureau of Labor Standards. U. S. Dept, of Labor, Washington, D. C The Lr. S. Department of Labor has the responsibility for fostering the welfare of the nation's workers. This has been done in the past and is being Jww me---both di rectly and indirectly: Directly it is being done through assist ance to tabor urban* at the national and international level in suggesting safety or ganization plans aad programs; through safety training courses for union repre sentatives and safety cocmnhtce members; through research and the preparation of promotional and educational publications. Indirectly it is being done through train ing state factory inspectors to do a more thorough and comprehensive job of inspec tion to provide safer work places; through special industry safety programs promoted through state agencies and operated through both labor and management to reduce work injuries in specific industries in certain states; through support of improved work men's oonpauatioB lows; through assist ance to states in the development of safety standards and codes; through participation on committees developing and revising American Safety standards; and through a 24 large variety of technical and promotional activities dedicated to the etiimiauon and control of hazardous working conditions and the development and use of safe work methods. While many of these activities are carried on in terms of service* to ocher groups and agencies which arc an thr firing line and are directly inpmiMe {or accomplish ments, the Bureau of Labor Standards is proud of it* supportiag rote in helping to supply many of the services which result in <afer working eondmen* for the working men and women of America. The Labor Conference offer* another common meeting ground oo which those agencies and group* having facilities and personnel available may make these services known and make arrangements for their use. As always, the Btirau of Labor Stand ards is prepared to assist not only state agencies, employers aad unions, but al*o groups such as the Labor Conference ta the promotion of safety. Fundamentally, this conference is concerned with three step* of safety promotion: organisation, planning, and implementation. Labor Safety Tiie organization is now well established; wc are, at this moment, in the process of planning; The Bureau of Labor Standards lias the field staff to assist in implementing the projects of this Conference. HELD STAFF Our field staff consist* of regional safety consultants who service state, federal, mari time, union and industry activities within their area*. While there will be certain litnitatons of time, personnel, and funds, through this staff the Bureau wilt be able to allot lame of these men to the field work with key officials in these activities: TTouimp--Conducting safety training courses for key union personnel in se lected location*. Such courses have been conducted for the steel workers, auto worker*, rubber workers, machinists, and several others, two courses having been given in Arkansas and Iowa this month. OrgomsoSion--Assisting in the develop ment of plans and action in the organiration of safety committees and safety activities at the national, international, and state central tevcL /Verne/tow--Developing and assist in con ducting promotional safety programs for selected industries as is now bring done for the construction industry in Pennsylvania. Kentucky, and Minnesota. Publirolioit*--Conduct research and de velop material for helpful publications. .As an example of the type of publica tions that may be developed, here (dem onstrating) is a "Union Safety Guide" which explains the procedures for es tablishing safety committees, from the International to the Local level. It also gives examples of polio- and types of safety clauses used In union contracts. While the Department of Labor cannot provide sufficient copies of such publi cations for total distribution, the mate rials can be eompited and prepared for re-printing by your unions, the Labor Conference, or any other group. The Bureau of Labor Standards is a Federal agency established to be of service to State Labor Departments, employers, and unions in the promotion of worker safety. It is our policy and our desire to provide these servicesfWbcre they arc requested and where they will do the most good. The Bureau has a field staff to conduct safety training and to assist in organizing safety committee*. The Bureau can aid in the development of promotional methods and materials, and ran prepare material for publication. However, it is necessary that you make your needs known. Tell us what you want, and we will make every attempt to provide you with the services and materials to make your programs active and successful.^* NORTH DAKOTA TAKES SAFETY TO THE SMALL COMMUNITIES by t. M. RYAN commissioner, Workmen's Compensation Bureau, Bismarck, N- D. We all have had our troubles at times trying to put over our safety program but I think we should say with the Poet, "When things go wrong, as they some times will. When the road you're trudging seems att up hill. When the funds are low and the debt* arc high. And you want to smile but you have to sigh. Whco care is pressing you down a bit. Rest, if you must--but don't you quit." Industrial safety in N'orth Dakota is de pendent largely upon the plant inspection program of the Workmen's Compensation Bureau and the various safety education and training projects of community safety 25 1957 Kational Safety Congrest groups. Volunteer Fire Department and contracting employer* promoted and assisted by the safety department of the Bureau. ards is explained. 1 am, and 1 am sure you are. a great believer in plant inspec tion. The North Dakota Workmen's Com pensation Bureau is administered by three commissioners. It has been my privilege to represent Labqr on the Commission since 1945 and for several years have been the commissioner in charge of the safety department. A boiler inspection program authorized by the 195-3 legisla ture was added to our safety department. A fatal accident which occurred some time ago in a grain elevator at Max, N. D. Mr. Haroshanko, manager of this elevator ior about 10 years, no doubt knew every nook and corner of the grain elevator. In this elevator where Mr. Haroshanko walked every day, there was a drive shaft with a key sticking out beyond the end of the shaft about two and one-half inches. This key Mandatory compensation coverage in North Dakota applies to every employer who employs one or more, except do mestic help, clergy, and farm labor. For revolved with the shaft. One day he walked around the end of this revolving shaft, the jacket sleeve caught on this key, threw the man around the shaft and killed him. this reason, particular emphasis is placed on plant inspections to obtain as com plete a coverage as possible. A pre scribed form is used as a reminder and upon completion of a plant inspection, is signed by both employer and inspector. If one of the safety engineers had come rn there for an inspection prior to this acci dent, he no doubt would have detected thU hazard. But with limited personnel, we cannot be all over. What I am getting at i* this: an old timer like Mr. Haroshanko The original is left with the employer *ho had been walking around the plant for and the carbon copy hied in the office. year* did not see this hazard and, conse Fire hazards are also checked and re quently did not remove this key. ported by letter to the local fire chief and slate fire marshal. Unless unusual hazards are found dur ing plant inspection, a follow-up letter is But if someone had called his attention to it, he would have cut it off or put a shield over it and thereby saved his own life. When 1 checked on this accident. I mailed to the employer listing the recom found this key was rusted and obviously mendations and enclosing an addressed there for a long time. postal card for convenience in replying. If no reply is received within 30 days USE TRAINING FILMS following inspection, a second follow-up letter is mailed. This procedure results m reply from approximately 90 per cent of the employers. A persona) call on those who failed to reply discloses the fact that more than half have complied with recommendations but neglected to report when the work was completed. Supplementing the distribution of leaflets in our safety education program, is a film library* of training films, representing differ ent films and covering practically every pliase of accident and fire prevention. These films are loaned to employers, but are used mostly by volunteer fire departments, com munity safety committees and groups of RECOMMENDATIONS TO EMPLOYER foremen and supervisors. Both basic and supervisory courses are established and upon Authority for plant inspection was strengthened by the adoption of a Baste Safety Manual in 1952 and a supplement to the manual covering the construction, completion of the course, cad) participant is presented with a certificate of award, signed by the governor, the commissioner in charge of safety, and the safety director. maintenance and operation of Electrical Supply Lines was adopted in 1953- A piant inspection is of little value unless both employers ami employees are con vinced that the safety recommendations The operation of the industrial safety program is made difficult due to limited personnel and the lack of field men trained for separate industries. So our field men must he a jack of all trades. are worthwhile. Far this reason. leaflets arc passed out at the time of inspection and need for elimination of specific hat- North Dakota >a primarily an agricultural state--not a large industrial state. We lave a great number of small plants in com 26 Labor Safety paratively small communities such as ma chine shops, garages, creameries, and small manufacturing plants. We have too, the Petroictan industries which started about nve years ago and are growing at a rapid pace. We have also some large construc tion projects such as building of the Gar rison Dam. which is one of the largest earth fill dams in the world, and are build ing two large air jet bases. However, neither the Urge construction project nor the Urge industries give us much trouble insofar as accident preven tion is concerned because the Urge em ployers as a rule carry on within their own group* a good safety program. Among the smaller employers who em ploy comparatively few people in their planu e find the highest accident frequency rate and this type of establishment constitutes approximately 80 per cent of all coverage in our state. .As a rule, a small plant seldom has a safety program and often objects to sug gestions that would lower the accident rate, cost of operation and increase production. This situation presents a problem we feel can be solved only by personal contacts. By contact we mean contacts with the em ployer personally and with as many of his men as possible. Now, to make contacts Mith *11 the small plants throughout our state when we arc operating with limited personnel and funds constitutes a real prob lem. So doubt you have heard, as I have, in safety meeting conferences, "How can we reach oat to smaO communities with the afety program?** This was our problem and is still not solved entirety. PERSONAL CONTACT IT TRAILER However, we overcame some of it by going to work purchasing a 36 foot house trailer. We equipped this trailer with a movie screen and trade a pUce for a 35 mm and a Idotm projector. We call this a mobile das* room. This trailer will scat 15 people. We take this traitcr into the small town* where *r often find no meet ing hall and we also take it to Urge con struction camps and into the oil field. We have nen used this trailer for first aid course*. Inside of this trailer we have ex hibits of first aid equipment and also some old unsafe tools such a* mushroomed chisels and broken hammer handles. I might say we have had good results as fee take this mobile classroom to the smaller communities and we go to employers who may employ only 10 to 15 people. We ask the employer to let (us people off for 30 minutes to an hour so tint we can show safety films and talk with them personally, and the cooperation has been wonderful I'll have to admit, due to lack of funds and personnel, we have not used this mobile classroom as much as we would have liked to during the last year. Let me tell you that in addition to what our state Industrial safety department has done, the extension service of the State Agricultural College, under the direction ot John Zelskie. has carried on a good farm safety program. Zelskie has done a wonder ful job of bringing the accident prevention program to the fanners by literature, cor respondence, and setting up classes in the various parts <of our state. We appreciate the help and cooperation of this service. FOREMAN TRAINING PROGRAM A word about our foremen training pro gram may be of interest to you. Mr. Drew, our safety director and Mr. Miller, our safety engineer, have included standard first aid courses with foremen training. The arrangement for the first aid courses was made possible through the help and courtesy' of the U. S. Bureau of Mines. In the past couple of years, we have been able to com plete several such courses and we know from records that these courses have been instrumental in saving at least two live*. Let me tell you about it One such class was held in the gymnasium at Tioga and was sponsored jointly with .Amerada Petro leum corp., and the Oil Field Services co. This class was originally planned for foremen and supervisors but when so many others asked to be included, we arranged for several additional classes. On September (8th. 1956. Earl C Emerson, production foreman for Amerada corporation, one of the participants in our first aid course, rescued a fellow workman who was over come by hydrogen sulphide gas while mak ing a drill stem test. After carrying the unconscious man to the open air, he im mediately applied artificial respiration and when the ambulance arrived 20 minutes later, the man had regained consciousness. 27 1957 National Safety Congrest Emerson later received a life-saving award from the U. S. Bureau of Mines in a television presentation. On July 19, 1937, we were noticed that he had also been awarded a medal of honor by the Joseph A. Holmes Safety Association. sponsor but best results are obtained when spearheaded by a community safety council. Much can be accomplished if our program is presented In a manner that will convince the owner or manager that safety will pay in lower insurance premiums, increased pro COURSE SAVES LIVES duction, and better morale. We are there fore making contacts with as many as pos A thorough investigation was made before sible by using our mobile classroom, by such an award could be awarded, that personal contacts to set up foremen and Emerson actually saved this man's life. supervisors' training courses. We also believe that Emerson, who had just nine days prior to this accident com* pleted the first aid course, and who prior to completing this course knew nothing about first aid, could not have saved this man's Me if it hadn't been for the knowledge acquired through the course. Promotion--Promotion, our second step, we feel is vitally important too for we must have the support and cooperation of man agement if our program is to be successful. Promotion is necessary to sell our services, to interest others in a program dedicated to conservation of human life, and the preven I can tell you about another man who tion of suffering. we believe was saved because of first aid teaching in the coal mines. A couple of years ago a coal miner fell from a moving ore car. both legs were severed. Fellow workmen applied tourniquets, preventing bleeding to death. Then 10 of the fellow workers followed the car to the hospital ready to give blood for transfusion and actually nine of those men contributed blood. Again I believe that if those men had not just prior to this accident completed a first aid training course, they wouldn't have known how to take such immediate action. George Easton, state mine inspector, in conjunction with the U. S. Bureau of Mines and our safety department, has been carry ing on an extensive accident prevention After making contacts and successfully promoting our safety program, we come to our third phase of the program which we call Action. .Jetton--Action involves actuaDy doing the job---a follow-up on our contacts and pro motional work. If we are to hold meetings, the smallest detail cannot be overlooked. 1 am sure each of you have at some time served as a chairman of a committee. It is my guess that if you hadn't personally checked on scene of the minor details, the program would have been a Sop. Anion also means a follow-up on existing hazard* of a safety inspector, a safety engi neer. and a safety consultant, program among the miners in our state He Had just completed a first aid course prior ACTION INCLUDES STUOr to the accident I just mentioned and we feel Last but not tease, action means study to that this course also paid off well by a life saved. In Jvorth Dakota we are endeavoring to carry* the safety program to our small com munities by using what we may sum up under three letters, C.P.A* not Certified Public Accountant, but contact---promotion-- action. ** Contact--Contact is made before and after a plant inspection and recommendations for correction of Hazards are also made per sonally to management when possible. If the plant is too small for a program alone; we arrange for a community group if pos sible. This program may be sponsored jointly with a civic or commercial group as learn more so that a person can discuss problems in an intelligent manner. This Mods* must include a study of accidents checked and recommendations made to pre vent reoccurrence. These recommendations must be practical (or a plant with few onptovres which is not financially able to in stall all the improvements found in a similar plant employing a greater number of em ployees, Study is needed so an employer can be advised as to the approximate cost of changes recommended. Cost is important in these days of cut-throat competition, bin removing the cause of frequent accidents may mean only a change in the manner of work and may not require additional equip* me-i(. 28 Labor Safety We know there is a cause for every accident and a remedy for every cause. If we are to make progress, we must have ac tion in the form of preventive measures. If enforcement is necessary, it is usually the result of improper contact and promotional technique. Invoking the law is a step that should be taken after all other methods fall. In this connection, we can be sure of the cooperation and support of other govern ment agencies and conditions warrant their support. We must be better salesmen if we are to avoid resorting to legal measures to en force safety rules, for we have something to tell. Safety is a product everyone can afford whether employed in private or public industry. Our job is to interest them in the terrice we have to offer. The conduct of workers and of all of us is influenced by personal habits. Safe habits are formed by doing the job in a safe way--by being safety conscious but must start with proper attitude. Therefore, our first task is to make sure there is a genuine interest in our program of accident prevention. Action means more contacts, more inspections, more meetings, and more work. It is extremely difficult to evaluate a safety program. Statistics are often mis leading. But if we can point out even two examples where safety and first aid training courses have saved a life, we feel repaid for our efforts. Let us not forget, however, that alt of this means that we must continue to be optimistic. We must continue to prevent accidents, loss of life, and most of all, hunun suffering*^ X THE OREGON SAFETY STORY by WILLIAM A. CALLAHAN chairmen, State Industrial Accident Commission, Salem, Oregon Realising the necessity tor social legisla tion in (he aid of injured workmen, in I91J Oregon was one of the first states to enact * Workmen's Compensation Law. However, the State Industrial .Accident commission* established by this law, did not become selfMitficiem until 10 years later. (Jp until 1941, the primary* concern of the commission was compensation of injured workmen. Seeing the need for accident pre vention. the state legislature appropriated separate funds for the safety of workmen in covered firms and designated the Accident Prevention division to direct it. This fund was a percentage of all ccntnhuttons paid in and. justified by the demand for more services in this field. It has been raised from time to lime to meet the demand. Actually the real safety program In Ore gon did not begin until I94i. A year later, the state industrial death rate dropped 21 pet* cent and ranked Oregon tit the top five states m the nation in this reduction. Safety inspectors visit operations through out the state making inspection tours of the premises, writing correction orders on unsafe conditions of (he physical plant, equipment and unsafe practices. The employer has an agreed upon length of lime to make these corrections and unless the hazard requires a cease work, an immediate compliance order is written. About ISO to 200 such orders arc written each year. RED TAG MARKS HAZARD If an employer refuses to comply, we may hang a "Red Tag." In 1936, we used the 'Red Tag" only five times. A "Red Tag" may be placed on a machine; scaffold, exca vation, any part of an operation or on the entire operation, and regular operations must stop until the corrections are made. Until the last session of the legislature, violation of a "Red Tag" carried a $100 penalty. It has row been increased to $1,000. At the last convention of the Oregon State Labor Council, A.F.C.-C.LO., a resolution 29 196/ National Safely Congress was passed unanimously calling on all man* ber* to respect a "Red Tag** as they would a picket line. This "Red Tag" law is a big help in securing immediate compliance. We have no intention of relaxing our inspection and enforcement work, but we believe our educational work is more important and less enforcement will be necessary in the future. Realising that safety education is the back bone of the Oregon aetdeat peesmoon pro gram. the chief objective is to tram industry to train itself in safely. Oregon has nxurjr small business firm* mjraged a hazardous employment, such as tog ging and sawmill operations. About 95 per rent employ fewer than 50 men. many with less than 2$. Such a suuatKMi necessitates a tremendous effort on the pan of the accsdene conasb`ion's Accident Prevntion division n pro moting safety programs berarne firms with '<*** employee* do not maintain full or even jart time ofn) personnel la triling the Oregon safety story 1 will describe a 15 point safety education program that it getting remhs. safety courses "Hark the aw*acfc en aeeadents" is fan Wiwim a mde at Oregon indaiiry. One method ut attack ** the safety tnaag owrw Wn* a N**J They are prioanly lahr-sifgmms nh urtier the held repcvewwin 4 min* a i inm/. tbr area ortfce. r the crnrral utfcre m Salem Once a negua-n * -- 4r. the area Tf niil -eroc** fepueaunt arranges the presen tation. procures naeuaseal afcnaaixn nd teaches the course. Often be is assisted by the local field representative. The courses arc of two types: the stand ard or basic course of six hours and the advanced course. The basic course is pre sented in three two-hour class periods for `upervisory^personnel; however, anyone can attend. The"subject matter deals with under standing tlx problem; determining the acci dent causes--the conditions and acts of per sons which cause injuries, and their control --and the development of an accident pre vention program. The advance course is primarily for key supervisory personnel. It is stressed to the supervisor that He is the key man in the safety program. Economic and sociological costs are also pointed out. as well as the psychological factors involved. Often a request calls for a combined safety and first aid course. In this case, pans of each course may be presented. At the con clusion of a course, the Accident Prevention division issues a certificate to each partici pant. These classes are presented in a "down to earth** fashion and a question and answer period concludes the presentation. ASSOCIATION TRAINING PROGRAMS The State Industrial Accident commission and the Columbia Basin Loggers association co-sponsored a safety training program for their member firms. This organization confists of many small lodging and sawmill operations. By working closely with tabor organtarions having jurisdksicn. the asso ciation could draw key supervisory personnel of the individual firms for a safety educa tion program. This "safety school" was tmdxud at din ner meetings by select accident commission personnel ta eight areas. Some of the points covered at these meetings were: employer problems and costs, state togging codes and regulations. acts of persons and conditions which caw accidents, acrid-- imwaijjttww and *df inspection and the safety program. SAFETY COMMITTERS Safety ceBuniitM have been esmbtisbed ae Oregon for many jean. Large anpnm know the value of sock program and have Risen safety information to smaller con cerns. Yet many of these ounenru* do not And a committee compatible, nd therefore other methods must be used to wqua;-- then with safety precautions. In Oregon, industrial safety committees vary. One type is a management romntftee which takes in key supervisory personnel. Another is the labor or union conxnittce. composed of key union represenatives. The third type--most widely used--is the joint management-tabor committee. Some plants use a variety of the three. Often manage ment will not organize a committee without labor's representation since both arc con cerned witli the same problem, and both stand to gain. The State Industrial Accadoit 'Commission through its Accident Prevention field repre- JO Iusbor Safely tentative* and the special services section helped organize many committees and acti vate old ones. Field representatives meet with as many of these committees as possible --giving technical advice and moral support. These men are dedicated--dedicated to keep ing the workers of Oregon alive and unhurt and aiding the employer in reducing his acci dent costs. HAST AIO First aid is a deterrent to accidents. People trained in first aid have 50 per cent fewer iccidents. For this reason we have a work ing agreement with the American Red Cross | m teach its courses. This program began 15 years ago by certi fying each ficldman ot the Accident Preven tion division as a certified first aid instructor. Alt first aid requests originate in the field and are certified and assigned through the central office. Since the activated educational program began in 1WJ approximately 20.000 l<ople have received first aid training from the Accident Prevention division. At the Governor's Industrial Safety Con ference hdd last Spring the American Red l iw. presented the Commission'* Accident Prevention division the American Red Cross \ward for "oetttaading service in the field ui first aid." A* an uexgrowth from the Columbia Basin Uyn framing program, eight Northwest 1vn--arie* organtaad dueriot safety cnn> ik pruanjy concerned wub industry's prob lems in that partsruiar area. with maBagoxsEt and labor groups in the area and sponsored by the Columbia Basin Loggers association. The organizational pat terns of these councils are similar. Each has an elected chairman, a secretary and five representatives from both tabor and managem menl who rotate from three to six months. Statistical data, films and other safety material supplied by the commission arc available to the councils. Accident Preven tion division personnel attend the monthly meetings tn an advisory* capacity. ] For any educational program, certain sta tistical information is necessary to stress essential points. The actuarial division dis seminates mud) information, such u the accident analysis of firms under state cover age. and the experience rating statements. The accident analysis gives the name of the accident victim, nature of hu injury and the claim costs. It also gives the em ployer contribution over a specified time, fre quency and other data. This is valuable in stressing the costs to employers. It also per mits the commission to evaluate the needs of a firm when setting up a safety program. The experience rating statement of anycovered firm is available within minutes. This statement can sell the employer on the need for a safety piogram by showing his previous cost of accidents. It also indicates the success of a safety program when meas ured in terms of dollars. The nature, location and type arc shown on agency charts. These charts show the nature of the injury', the parts of the bodyinjured. the type of injury and what caused it. They mark the area where accidents recur and indicate where improvements in a ety program hoa!d begin. fn a baric eatery ednrse to a small Oregon tawmzU employing 18 men and using this -tatisocaJ information, the actual claim cost wa cut tn one year from $8,703.00 to $64.50. SAFETY RALLIES In 1953, locked by local publicity and publk retailor*, the Accidoit Prevention division began a new course in accident pre vention. Thi* was the formal organized safety rallies. One type was the community rally whereby all industrial groups in an area are invited to help promote industrial -utety in the enmmoaitT with labor troops cooperating .Another type is the company rally pro. moled within one firm. A third type em braces as many local industries and labor groups as possible. All are organized with ,i local sponsoring group in cooperation with the Slate Industrial Accident commission which arranges the program details and schedule. This is one way for employers with a few workmen and no organised safety program to receive safety aid. STATS REGIONAL CONFERENCES The Commission conducts a number of regional safety conferences each year. These are the backbone of our educational work, the "grass roots" program of conferences and takes safety to the local people. Prob lems are discussed and acted upon and work men arc urged to attend. 3! t9ST KgHoati Safeiy Compress Labor Safely The program u the people's program A regional planmng committee is established with the assistance and guidance of the state eotnottssMtL The pregrain is presented simi lar to the state-wide conferences. Some are organized on a general assembly type panel discussion basis while others have industry type panels. In safety programming, entertainment is important in securing larger attendance. Year by year more women--wives of work men--attend because they realize they too have a vital stake in their husbands' on-thejob safety. industrial hygiene is stressed to combat oc cupational diseases which occur in the vari ous processes. The Accident Prevention division has two capable industrial hygiene engineers. Their efforts, along with those of the State Board of Health, are prosing valuable in this field. More than 200 key industry people from both labor and management attend these conferences yearly--thus cooperating to per fect a sound safety program within the targe and expanding food processing indus try in the state. Speech contests, employer paid luncheons, safety skits, door prizes and music are some of the entertainment features to secure a better attendance. One regional conference secured the help of the loo) Junior Cham bers of Commerce in naming "safety queen candidates," GOVERNOR'S SAFETY CONFERENCE Oregon had its first state-wide safety con ference in the capital city in 1944, Attend ance doubled and tripled and after five con ferences. the conference site was moved from Salem to Portland, where there was more room, and the name was changed to the "Governor's Industrial Safety Confer ence." Television, radio, newspapers, magazines and public appearances arc utilized by the central planning committee of state, labor and management people to promote attend ance. The attendance was so high at that con ference. that the Accident Commission de cided to use the conference as a springboard of ideas for the regional ones. When publicit)' started for the last meeting, the aim was primarily to attract the top safety men and committees that organized and conducted the regional conferences. Also the program was changed from an industry panel discussion to a 'general as sembly parte!. Top safety men in the North west and from across the nation were curd for speakers. FOOD PROCESSING CONFERENCES SCHOOL TRAINING PROGRAM Another program U the school training program to acquaint high school boys and girls with law* governing oziplojmcnl dur ing seasonal farm periods and the precau tions for safety at work. Receiving a safety program in the schools, the youth can carry this training and knowl edge into adult employment. This program was co-sponsored by labor groups having jurisdiction, the State Bureau of Labor and the State Industrial Aeddent commission. A program is being developed with state educational authorities for the Commission to give safety education to studoits as a prerequisite to job opportunities in other industrial fields. FLEDGE CAROS AND SAFETY AWARDS In the summer of 1956, the commission began a new program which operates on the assumption that if an employe* signs a pledge to work safely, he will be a safer worker for his awn benefit and the benefit of his fellow workers. This program is patterned after the "red hat" hunting pledge. For our particular use. the pledge cards are given to employers, and the)* secure employees' signatures. These cards are perforated--the workmen keep one portion in their billfolds as a daily re minder of their pledge, and the employers file the other part When the employers have a 100 per cent "sign-up" of workmen, the Commission presents (hem with a "Cer tificate of Commendation." ' The Commission co-sponsors a food proc essing conference dealing with safety prob lems in the industry. Aside from mechanical and human elements in accident prevention. The mere signing of a pledge card wall soon be forgotten. Actually, this is really * 4 "gimmick" to get our foot in the door to sell them on a complete program. But we begin- slowly--first aid classes, basic and advanced safety courses and safety com mittees. Once a company has met the requirements of the pledge card program, it is in line for the Commission "Award of Merit" for "out standing efforts and achievements in the field of safety." At present there are 245 firms in the state employing 25,000 men who are in the program. Frequency and cost reductions are not the only criterion for earning this award. A firm must also avail itself of other edu cational services and programs of the Com mission. Visual aids arc becoming more and more beneficial to our program of safety educa tion. Our safety film library has 95 films, and new films will be available, free of charge. Other visual aids and educational materials available are; safety codes, illustrated fatal ity reports, statistical information, posters and displays. While the state safety codes arc the basis for corrective orders, they are nevertheless primarily educational. For each fatality occurring in covered em ployment, our artist illustrates or depicts by drawing what happoied and this, along with a brief description, is sent to a mailing fist of approximately 2.000 persons. SPEAKERS IUREAU The State Industrial Acddoit commission provides speakers for various functions in the state. A speakers bureau has been estab lished whereby competent speakers on any phase of the Commission's work may be assigned. For example should an organization or company wish a speaker to discuss accident claims, a qualified person from that division is assigned. When a request for a speaker on safety is received, a qualified person i from the Accident Prevention Division is assigned. These speaker requests come from em ployers, unions, social, fraternal, school and ^womens' groups. Safer Oregon is the official state safety publication, dedicated to the prevention of industrial accidents in the state. The monthly magazine imports technical information and presents change* in the Workmen's Compen sation Law and the safety codes. It reports new accident prevention programs and their progress. It tells of activities of the Com mission--what is being done to prevent accidents and how employers may reduce or eliminate claim costs which are attribut able to accidents. Safer Oregon is a medium of exchange for safety ideas and sound aeddent preven tion methods, it might be called a "springhoard of knowledge" because it covers every phase of our accident prevention program. It is published with a humanitarian feeling to keep our people from becoming injured. RESULTS OF OREGON'S PROGRAM The results of our program are far reach ing. Many foreign industrialists have been our guests while studring our program. Despite the fact that the man day* worked have increased more than 150 per cent in the last 10 years, we have held the lost time injur)' rate to a 30 per rent increase over that same period. One peculiarity of the Oregon Law is that there is no waiting period in the pay ment of claims, and time toss is paid even for the first day. This means if an injured person is unable to report to work for his next shift, it becomes a lost-time claim. This tends to keep our frequency higher than in state* where there is a waiting pe riod. There are three yardsticks which used together will give a very accurate evalua tion of the safety program of any state. I refer to the benefit schedule, the premium rates and the solvency of the fund. Meas ured by these yardsticks, Oregon shows up extremely well. We know we have made great progress against the severe handicap of having most workers employed by small employers. We know that we dare not relax, and we know we have a tremendous job ahead of us. \Ye are encouraged by our successes and from these, we draw the strength for the tong hard climb ahead of us. We know that while our work may become easier, it will never be done. We are Happy to toil and serve in this great humanitarian work.<dL 32 33 OFHCBK OP THE LABOR CONFERENCE NATIONAL SAFETY COUNCIL 1957-58 Pice President for Dabor~P. L. SIEMILLER. general vice president, International Asso- A ciation of Machinists, Chicago, 111. Chairman--LLOYD UTTER, director. Industrial Health & Safety div.. United Automobile Workers, Detroit. Mich. / `ice-Chainuan--CHARLES FERGUSON, director, safety div.. United Mine Workers of America, Washington, D. C. .S\`eretaty--O. G. GRIEVE, director. Labor div.. National Safety Council. Chicago, lit. LABOR CONFERENCE REPRESENTATIVES TO NATIONAL SAFETY COUNCIL Hoard of Directors--LLOYD UTTER; AL E BROWN, vice president. United Papermakers & Paperworkers, Portland. Ore.; HARRY SEE, National Legislature Reprentiative. Brotherhood of Railroad Trainmen, Washington, D. C. CHAIRMEN OF LABOR CONFERENCE COMMITTEES Congress Program Committee--JOHN R. KUMPEL; Executive--LLOYD UTTER; Membership--ELWOOD SWISHER; Planning--LLOYD UTTER; Publications & \'eusletter--CEORCE E1CHH0RN; State Labor Departments--F, A VAN ATTA DAN' ADAIR, coordinator of safety activities. Pacific Coast Assn, of Pulp and Paper Manufacturers, Portland, Ore.; FINLAY ALLAN, asst, to general president. United Brotherhood of Carpenters and Joiner* of America, Indianapolis, 2nd.; JOHN T. AT KINSON, safety director. International Woodworkers of .America, Vancouver, B. G; A. C. BLACKMAN, chief, div. of industrial safety. Stale Dept, of Industrial Relations. San Francisco, Calif.; FRANK BURKE, director, safety & health. United Steelworkers of .America. Pittsburgh, Pa.; JOHN CALDWELL, education director, American Federation of State. County St Municipal Employees, Washington, D. C; WILLIAM A. CALLAHAN, chairman. State industrial Accident Commission, Salem, Ore.; FER NANDO J. CASTRO, director. Bureau of Industrial Safety Sc Accident Prevention, Department of Labor, San Juan, Puerto Rico; J. GEORGE EICHHORN. Grand Lodge Representative. International .Assn, of Machinists. Chicago. ILL; RODGER COYNE, director. Occupational Safety & Health, International Union of Electrical Radio It Machine Workers, Washington, D. G; GEORGE C. DU WALL, assistant to vice president. Communications Workers of America, Washington, D. G; .ARTHUR FRANCIS, chief inspector. Workmen's Compensation Board, Vancouver, B. G; R. D. Gl DEL, ehief Div. of Safety Standards and Services, Bureau of Labor Standards, L\ S. Dept, of Labor, Washington. D, C-; ARTHUR P. GILDEA, secretary-treasurer. International Union of United Brewery-, Flour, Cereal, Soft Drink and Distillery Workers. Cincinnati. Ohio; JOSEPH GONEY, assistant director safety and health. United Steelworkers of America. Pittsburgh, Pa.; J. A. GREENE safety representa tive. International Association of Machinists, Downsview, Ont_; JOHN GRUDEN, director. Health St Safety dept.. United Automobile Workers. Dearborn, Mich.; HOYT S. HADDOCK, National Maritime Union, Washington, D. C; BRYCE P. HOL- u * COMBE general organiser, Brotherhood of Painters, Decorators & i'aperhangers of .America, Washington, D. C,; CARL HOLDERMAN, commissioner, Dept, of Labor and Industry, Trenton, N. J.; BARNEY HOPKINS, secretary-treasurer, Michigan CIO Council, Detroit, Mich.; PAUL A IACCINO, secretary-treasurer, Cook County Industrial Union Council, Chicago, IlL; MORRIS IUSECHEWITZ, secretary-treasurer. New York City CIO Council, New York, N. Y.; E W. KENNEY, director, Research and Education, International Woodworkers of America, Portland, Ore.; JOHN R. KUMPEL, special representative. Safety and Compensation, United Rubber, Cork, Linoleum Sc Plastic Workers of America, Akron, Ohio; RAYMOND LEON, inter national representative, international Brotherhood of Pulp, Sulphite & Paper Mill Worken, Fort Edward, N. Y.; T. G. LINNERT, head. Engineering & Air Safety dept.. Air Line Pilots Assn., Chicago, 111.; THOMAS MURTH.A, international representa tive, International Alliance of Theatrical Stage Employes, New York, N. Y.; JOSEPH PHILIPPS, apprentice coord-, United Association of Journeymen Si Apprentices of Plumbing St Pipe Fitting Industry, Washington, D. C; S. C PHILLIPS, assistant president. Brotherhood of Locomotive Firemen and Eoginemcn, Cleveland, Ohio; E, J, PLONDKE, director. Public Relations. Brotherhood of Maintenance of Way Employees, Detroit. Mich.; RAY E ROBERTS, safety director. International Association of Ma chinists Lodge 763, Phoenix, Ariz.; FRED ROBLIN, associate editor. The Americas Pressman. International Printing Pressmen & Assistants I'nioa of North America, Press men's Home Tena; JOHN R. ROONEY, secretary-treasurer, Ohio CIO Council Co lumbus, Ohio; ELWOOD SWISHER, vice president. Oil, Chemical & Atomic Workers International Union. Denver, Cola; DONALD THOMS, vice president. United Papermakers Sc Paperworkers, Chicago; 11L; C R. THORXBROUGH, commissioner of labor. State Dept, of Labor, Little Rock. Ark.; F. .A VAN ATTA PH. D., consultant on industrial hygiene. United Aulo Workers, Detroit, Mich.; HAROLD WALTON, business agent. International Association of Machinists Lodge 834, Wichita, Kan.; HUNTER P. WHARTON, asst to general president. International Union of Operating Engineers, Washington, D. G; ALBERT WHITEHOUSR director Industrial Union Dept, Washington, D. G 141 35 Ollier Volumes in this Series Users of this volume will And much value In its companion volumes. Here is the list: Vol. No. TITLE Stock No. 1 General SniitM end Detailed lades to all Volume*................ .. 022J7--I 2 Aviation: Aerenauticai Industrie* Section k Ait Transport Section.............. GZ2J7--2 3 Sasic Steps in Accident Prevention......... ........................... 072.27--3 4 Cement anJ Quarry Industries.................................................. ........................ 022.2*-^ 5 Chemical Industries .............. ........................ ................. .................................................022.27--5 6 Coal Minin* Industry......................................................................................................... 022.27--* 7 Construction Industry and Public Employment {Public bnployee SocSon)... 022.27--7 * Electrical Equipment Industry and Public Utilities..................................... 022.27-- 9 Farm Safety .......................................................................................................... --.......... 022J7--9 10 Fertiliser Industry ............................................................... .......................... .. 022J7--10 11 Food. Meat Packing * Leather Industries, Trades and Serrices................ .. 022-27--11 12 Glass and Ceramics Industry and Rubber Industry..................................... 022J7--12 13 Home Safety ............................... 02227--11 14 Industrial Subject Sessions (Sponsored by ASSE)..................... 02227--14 15 Labor ............................................................................................................................. 022.27-- IS I* Maritime Industries (Marine Section} ................. .................................................... 042J7--I* IT Metal* Industry............................................................. . . .................. 022J7--17 IS Metal* Products industries (Automotive and Machine Shop Sactsoa Poer Press and Forging Section) .- ................ 022J7--ft If Mining Industry ......................................................... . , .................. 022J7--1 70 Motor Transportation industry (Commercial Vehicle Sccties). . . 022.27--20 21 Occupational Health Nursing Section............................... 022^7--21 22 Petroleum Industry ............................... 022.27--22 23 Printing and Publishing Industry .................... 022.27--23 24 Pulp and Paper industry........................................... .................... ............................... 02227--24 25 Railroad industry . . ............................. ........... ...... 022.27--2S 2* School and College Safety....................................................... 022.27--2* 27 Traffic Safety............................. ............................................................................................ 022J7--27 21 Transit Industry............. .. ........................................................................... .. 022.27--21 29 Wood Products end Tesiile Industries........ ................................................ 022J7--29 30 Early Morning Sessions. "Human Relationeend Man-Management"........ 022.27--30 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME. SliiE i r.r lc< page*-- 13 jo 24 pager-1-- 5 jo 47$* pages-- 4*> to % pages-- Over 9f> pages-- 1 to 0 cafies Each $025 .35 .45 .60 -85 10 to99 tofna Each $0.20 -2R J7 JO .73 100 to 000 copies Each $0.17 25 .33 AS .70 1000 or more Each $0.17 33 ,4i .70 C'>".|-icic `ci oc Current Safety Topics (30 vots.)--$9,50. Stock N'o, 022,17 AU price* fiiuun are Mibjcet to a 10 per cent discount to Mational Safety Council members. NATIONAL SAFETY COUNCIL <21 NORTH MICHIGAN AVI. CHICAGO IT. ILL l'0ft,*ir; rnminin .Xh 1957 | CURRENT SAFETY TOPICS Volume 16 MARITIME INDUSTRIES Transactions of thm 43th National Safety Congee** (October 21-25, 1957, Chicago, IB.} NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS "Knowing's Not Enough".. . . .David L Buchanan 4 Safety Precautions Taken on Inland Water Vessels To Avoid Accidents .. . And Still They Happen............................................................ S. B. Pencil 7 Annual Committee Reports Report of the Genera! Chairman. . ..... Capfc Jonas P, Devlin, Jr. 10 Repert of the Vico General Chairman (Stevedoring)............................................ .<*, H. E. Suitan 10 Report of the Aat't General Chairman (Program*, Conventions)................. Harold M. Wide II Membership Committee Report... . .............. ,T. T. Wilkinson M Public Relations Committee Report.... .............................. Frank O, Iraynard Ship Safety Achievement Award Committee Report................................ Maitland S. Pennington 12 12 Safety Poeter Committee Report....................... Tanker Safety Drscusaion Group Report... ....................... ...................... . ...M.lrecce .......................... C A. Culver II 14 inland Waterways Committee Report... ................................ F. A, Mechling 14 Great Lakes Aree Report.. . ., .0. L Ruchenen IS Gulf Area Report. . .... Robert F. Rader IS Pacific Are# Report........................... .... .................--......................................... A. E. Kitin ft Protecting Oil Tanker Crews from Accidents. . . . . Carl F. Vender Clutc 17 Prevention of Accidents to Crew Aboard Freighters.......................... .Robert J. Tarr 21 Accident Prevention in Passenger Vessels. Safety in Ship Repair................. .. .. Capt. L A. Renchan 30 James R O'Donnell 32 Nautical Charts for Safe Navigation.. ... .H. Arnold Karo 35 Current Developments in Inflatable Lifcrafts.. Commander Joseph W. Neab, Jr. 38 Radar Plotting on Merchant Ships......................................................... Louis M. Thayer, Jr. 42 The New Nuclear^--Equipped, Guided Missile Navy.. .VTee Admiral J. M. Will 4S Officers......... ......................................................................................................................... 2 51 > . LEARNING TO LIVE ... Learning to live- rifely--was the drawing card which brought more than 13.000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe altitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas tor helping others--and thansclves--to live, work, and play safely. This was the reason the National Safety Council was organised less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel'. Through science and technology, mas is progressing to increasing speeds in travel and production, and iacrcaLStng dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. u To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the tack page of each volume. Since the proceedings have been edited and coodenscd for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of die National Safety Council MARINE SECTION This volume U a record of the sessions held at the 1957 National Safety Congress by the Maritime Industries. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Marine Section carries on in behalf of its members, and for the benefit of accident prevention work in the mantune industry. The section gives guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety program# of the marine Industry. The activities of the sectioa are under the direction of its executive committee, die members of which are listed at the close of this volume. "KNOWING'S NOT ENOUGH" by DAVID U BUCHANAN assistant to vice president--operations, Pittsburgh Steamship Div., % U. S. Steel Corp^ Cleveland In 1955 four mm sat in stony silence in a conference room on the upper floors of an office in Chicago. This was an unusual business day for they were on the threshold of the first step to the solution of a problem that has plagued American management for more than half a century. Because they were dealing in human be havior, they realized <uch a program should also encompass employees of other com panies and the citizens of United States Steel communities. SNOW WHITE'S INFLUENCE The problem they were wrestling was the strange phenomenon of a normal human bang, who without apparent cause, ignores all his instinct reason and training and walks into an accident. Certainly there was nothing new about this problem. But two particaular aspects concerned these men. At this point Snow White appeared on the scene. Having agreed on the need to identify these impulses which suddenly block out all safety awareness, the committee members considered Snow White's seven dwarfs as possible characterizations of the impulses that cause human failure But poor Snpw White had too many dwarfs. First what quirk of the mind motivates that impulsive action which leads to an accident? What is it that blocks out the normal awareness to safety and self-preser vation and hurls a man headlong into dan* ger? And second, how can you communicate to alt people the urgent need to recognize and stifle these imputes before an accident occurs? People generally retain only the first three or four central ideas in any program. Four imps, it was decided, would be maximum. However. Snow White left her mark on this program's development, for the notion of personifying thee tcridem producing im. pulses stuck like glue. United States Steel's four imps. Impatience. Impulsive, Improvis ing and Impunity were born. INJURED KNOW BETTER The greatest number of injuries occur in that segment of the working force which ``should know better." Our own experience at Pittsburgh Steamship division in 1956 dramatically points up this fact. Only 14 per cent of our injuries occurred in the age bracket of 20 and under. Thirty-eight per cent occurred in the age group of 21 to 30. and men 50 and over made up 47 per cent, or nearly half of our accident experience. The njaturc. experienced and trained worker is the one getting hurt. This first premise became the central theme of the entire program--"Knowing's Not Enough!" The second part of the problem was to carry this message to all the men and women in the mines, mills, offices, quarries and transporting units of United States Steel--for the men in that 1955 meeting were members of the Corporation's Safety Advisory committee. The final step in the basic plan was a proper story to put this safety message across. In a serious attempt to capture the imagination of a widely diversified audience the committee <c? their stage at a sports car race. With competing ears streaking past the grandstand and `kidding around corners, with film sequences taken m the cockpit, with the Story of a driver in trouble trying to hold the lead position. United States Steel's 28 minute color motion picture, "Knowing's Not Enough" has little difficulty drawing Us viewers quickly into the plot. SHIP SAFETy PROGRAM Because this film deals in the funda mentals of human attitudes and behavior, it automatically adapts itself to a safety program for steamship fleets. Pittsburgh Steamship division's safety program was designed to impart safety* knowledge to Maritime Industries our employees to develop good safety work ing habits, as well as a healths* respect for iiazards inherent in marine operation. The program includes: A. Pre-employment physical examina tions. B. Safety precaution booklet. C. Personalized instruction an 1 super vision by ship's officers and experi enced crew members. D. Monthly safety meetings. 1. Safety subject of the month. 2. Safe practice demonstration. 3. Discussion of safety subject at fire and boat drill. 4. Review of safety items in the United States Coast Guard pub lication. "Proceedings of the Mcr- . chant Marine Council." E. National Safety Council posters. F. Safety booklet included in the Good Reading Rack Service. 0. Lake Carriers' Association booklet "Recommendation for the Prevention of Accidents." H Monthly one page Division safetv newsletter entitled "Safety Topics." 1. Articles and cartoons in our division employee magazine Pittsburgh Side lights. I. Recent publication of a booklet "Safety* First in Verse" compiled from minutes of shi~* safety com- K. Fire fighting demonstrations before our ships nil in the spring. L. Division safety contest. M. Participation in Safety Contest of Marine Section of National Safety Council. \\ Shore Safety committee. O, Presentation of ''Knowing's Not Enough" to all shipboard personnel implemented by special posters using the yellow flag. IMPATIENCE IMPACTS One of the chief assets of the "Knowing's Not Enough" program is the almost im mediate idoitificalion of shipboard incidents with the four imps. Impatience. Impulsive. Improvising and Impunity. We find that in the minutes of the ship's safety meetings, crewmen connect the cause of an accident with the work of one of these imps. To show what we mean let me apply these imps to actual cases from our files. Last season a fireman employed aboard our Steamer Mvron C. Taylor decided that a lump of coal was too large for proper handling so he took the mallet and proceeded to break the lump. After striking the first blow*, the lump parted and a number of particles embedded themselves in the man's right eye. He was rushed to the hospital and hospitalized for 10 days. Investigation revealed that goggles were dose ai hand in the boiler room and the man with some 18 years experience at firing admitted he was in a hurry and did not wear the goggles on this particular job, although he had always warn then on previ ous occasions. IMPUNITY IS SUBTLE Impunity, the most subtle of the accident imps that block safety awareness, also had a hand in several lost time injuries. For example, one wheelsman had continuous calling experience with our Division for 54 years. While his vessel was approaching the dock at Gary. Indiana, with a load of iron ore he apparently decided that he could jump to the dock before the ship _ was tied up. and allow himself a few minutes of additional shore leave The vessel wax parallel to the dock and till moving as he jumped four to six feet from the deck to the dock fracturing his left foot Ss a result he lost a total of 53 days from his job. Impunity was on hand this season when a fireman with approximately four years uuiing experience thought that the stokers were feeding coal into the furnace too fast. In his haste to rekindle the fire he threw some waste kerosene into the furnace. A flash back severely burned the nun's left hand, iorearm and face and resulting in 25 days lost time. Both of these men with years of sailing experience attempted an act which the)* knew was unsafe and which could result in an injury. But even though they know better they could not deny Impunity's siren song. "Do It Any Way You Can Get Away With It." 1957 National Safety Comgrea UST IMPUtSVS IMP If Impwmy it the most able tap, cer tainly Impulsive U the boadt Uar miuries occur each tcucn because teamen are somehow taxed into acting without thinking of the painful consequences. Let's take the case of one, chief rook who was injured while off duty. tn leaving his quarters aboard ship he opened the screen door and stepped over the threshold with his right leg. At this point he inadvertently let go of the doer and before he could get his left foot out. caught it between the steel threshold aad door. His left foot was bruised serenely causing a blood disorder which forced him to lose 22 (fats from his job. Another example of impulsiveness on the part of an employee occurred while he was performing routine duties. A fireman with nine years experience while shaking grates wax confronted with an overtired choker which would not shake down. Instead of removing the dtnker with the proper tool, he thought the clinker might go through hr using extra effort on the bar used in shakwac the grates. The bar slipped out of its socket catch ing the man's ring finger between the bar and the front of the boiler. The proximal joint was fractured resulting in seven days lost time. IMPROVING IMP IS tAO Improvising is an impulse which has prob ably influenced all of us at one time or another. The best example of a shipboard injury caused by this imp is the use of the wrong tool on a job. There is another type of improvising, however, which docs not involve tools as much as working procedures. Such was the case of a fireman injured while assisting the first assistant engineer to install an angle iron above the mam engine. While installing the angle iron from lad ders. the angle slipped off a securing bolt, knocking (fie fireman from the ladder to the top of the main engine, and pinning the first assistant's arm between angle iron and an upright bracing angle. As a result the fireman with four years previous experi ence. suffered a fractured wrist and other contusions keeping him from Ms job a total of 46 days. The first assistant with 10 years of ex perience suffered a severe bruise of the up per arm ha* was afcle to remain aboard hip Had dd*r of these men only thought so tie off the angle ina and hoist it into pomim. this acodux would have been avoided. The am who sum the 57 ships of our ttver-oackod fleet have trie the impact of this fiigrni. The device of the yellow waramg flag has become a symbol of avoid ing an arcades*. la the film, the yellow flag is flashed to driseis to announce an aciwirm somewhere <aa the course. They not tnaimiin their positions so an ambu lance or a wrecker can get to the man m tnedile and dear the trade. The theme of the Knowing's Vet fawcgfi Program is dimply git the ycSow Sag out before the acridem ocean. HCB TftlOV RAGS Withroc any mstndamv from manage ment. ship safety rcnwattci have painted reflow warning flags cm ladders, hatch crann and other hath acridewt areas. They are idcntifymg doe voBow flag with the ccasriows act of paming long enough to resnetnher doc any job done unsafely Isn't done right .lad that pans* to let ram koovtedgr and taimhg take hold, is a pose th*t prevent* accadesn* and nig five*. Vrmci ifeaaes Steel announced the pro cram to its mtUfcsMat people fast rear h a doxdrifntt idrritkn broadcast. ManMKTmnt member* and then* wives gathered m theatres at rarww* chics for the kick off address by Corporation Prcwduu Gif ford Hood. After remarks by Hood and Executive Vice President--Operalions. Harvey B. Jordan. "Knowing's N't* Enough" was screened for the people who would help <efl the program to all United States Steel employee*. Thin spring when Pittsburgh Steamship was fitting out Ht fleet at Great Lakes port cities, traveling teams from our Cleveland office showed the film to crewmen and ex plained the details of the ptugiain. IMPS GAINED FAME Shortly afterward, the benefits began to appear. The program had captured the imagination of our people. As I mentioned before; we began to sec the ydlow flag and its attendent philosophy blossom forth from diip safety committee activity. The four Maritime Industries imps were quickly extablislied as the cause behind that behavior of human beings that produces accidents. To give you some idea of the popularity this film has already had. the film entitled "Miracle in Paradise Valley" which had the greatest sales of any safety movie ever produced, sold 400 copy prints in eight years. In the first eight months of the "Knowing's Not Enough" program, more than 200 prints tiavc been purchased by outside companies. More than five nulltoq pieces of descriptive literature on the movie have been printed to date: ISO prints are in a circulating library; 123 prints are being shown in United States Steel plants over the country. Many companies have adapted the entire program and have purchased quantity prints for screenings for aJI their employees. Through the American Iron and Sled Institute a copy will be shown at the Inter- national Labor Organization meeting in Mexico. The script for the film has been re-written in three other languages. Prints of the film are available to the public The magazine "Business Screen" made this an nouncement in a special story which in cluded booklets as special inserts in this issue. The story of the four imps has been honored with a number of awards, including a First Prize from the National Committee of Films for Safety. There will be new accident prevention programs in United States Steel and throughout industry in the future which will come even closer toward stopping the needless waste and .pain that accidents incur. But certainly we feel we have seen an im portant forward step taken in establishing one important premise--that Knowing's Not Enough * SAFETY PRECAUTIONS TAKEN ON INLAND WATER VESSELS TO AVOID ACCIDENTS . . . AND STILL THEY HAPPEN! . by S. *. PARSELL operating manager, Inland division, Soeony Mobil Oil co., Inc., New York city Although newspapers, periodicals, and uicty house sagtzincs publish stories and pictures of gruesome accidents, men still take chances with their lives. These acci dent* arc very costly both to the men and their companies. They are costly to the men because loss of wages, loss of limbs, loss of eyes and even loss of life results. By die same token, they are costly to companies because they lose onployees-- many whose long service and special training make them difficult to replace. Companies also lose money when unsafe operation* result in bad collisions and groundings. And lastly. law suits frequently follow accidents often resulting in high monetary settienents. Our company operates a fleet of selfpropelled tankers, barges and tow boats on the coast and inland waters of the United States, including the Great Lakes and the Mississippi River System. The personnel on these inland vessels are more likely to have accidents than men on ocean vessels, because they are in ports more often, work in more confined areas and perform these duties practically every day. The possibility of accidents to inland waterway personnel is even greater in the north with ice and snow during winter months. , Well aware of these conditions, we con tinuously preach safety to alleviate accidentcharged situations. We publish a safety magazine, "The Life Preserver," to get our safety message across. We affix safety decals to the bulkheads of our vessels. We stcadl safety messages an each cargo hatch and pump room entrances such as, "Is this 1957 National Safety Congress tank gas free?" "Is there anyone in this tank?**, or "Do not enter without an attend ant." Several year* ago, wc made a motion picture on marine safety. We also established a new medical pro gram requiring marine employees to have physical examinations on the following schedule: Between the ages of 18 and 35 years, every three years. Between 35 and <15 years, every two years. Over <15 years of age. every year. This was done because some men develop quirks and ailments which cause lapses in good. *afe judgment. 1UT ACCIDENTS STILL OCCUR In spite of these efforts, we still have avoidable accidents, caused by lack of train ing and lapses in safe thinking. Here are several instances where education would have Helped. A deck hand working on a barge was missed. An inspection of the barge re vealed the pump roam hatch eras open. Since this was contrary to company practice the mate investigated and foand the missing deck hand tying across a cargo pump tneonoous. Why did such an accident happen: an accident caused by working tn strict disobeyance of company orders? The man in question formerly worked on a barge carrying No. 6 fuel oL There it was customary for men to go into the pump room at any time to work on the pumps. Seeing this, the man in question, who was new. followed wit. When he was trans ferred to the barge carrying refined products he thought be could do the same thing. He saw the stencil an the pump room hatch, but ignored it. Education is the answer in this case but should we Mart with the new men or the older mot? l-t winter aboard a tanker in Lake Michigan, a very peculiar accident occurred. The vessel had a very rough passage across the lake, and arrived at East Chicago, Indiana covered with ice. Due to a change in cargo, it became necessary to clean sev eral compartments- The tank hatches were raised by turning long threaded rods through threaded blocks for the men to wash from the deck. They did not put the safety de vice, a forked rod. in place. Two men handling the bose were leaning over the edge of the expansion dome, when the hatch started to close by itself. This was probably due to the weight of the ice on the hatch and ice on the rod threads. Before the men realized what happened, the hatch lowered and pinned them between it and the opening. Two men rushed to their aid, and pushed up an the hatch cover. However, one man had been squeezed enough to require hospital treatment thereby causing a lost time accident. This vessel had been without a lost time accident for more than over two yar*. Why wasn't the forked safety rod put in place? Had it been, die hatch could not possibly have closed. Probably the old excuse--we`v* dooe it that way before, and nothing happened. This is a lapse in safe thinking as well as education. CARELESSNESS CAUSES MOST ACaOMTS Continuous studies are trade to dimuate every hazardous condition an vessels. Actu ally the pereatage of accidents from haz ardous condition* is much lower than acci dents which happen from human beings' being carries*. Here are a few examples of avoidable accident*'. # A new employee while tying up a vessel, dimbed aboard, not over the gangway, and hit his leg oo a mooring bit. An old employee received lacerations on the forehead and the left eye because a wrench he used was not the size utted for the job and it slipped while he was tightening cm the nut. A crew member cleaning the pilot house window* didn't watch where he was going, slipped on the deck and fell back wards, sustaining a painful back injury. # A man cleaning an overhead grating received an irritated eardrum from cleaning fluid when he carelessly dripped the fluid in his ear. A man not watching his step, slipped on deck injuring his left ankle. # One working ia the pilot bouse let a small iron plate fall on Ms foot. These are samples of careless accident* people become involved m. What cau we do to make our employee* think and act more safely in their daily tasks? The marine industry has a safety training job to do, particularly amoug unlicensed men. ft lags 8 Maritime Industries tar behind the shore industries in such a program. Generally speaking, many marine companies give licensed men a hit and miss training program and then expect the officers to train the unlicensed people. A more active training program should be laid out for unlicensed personnel. Prac tically all companies are adverse to negotiat ing or even talking of safety with the unions. However, rmsch can be done along this line and perhaps the unions might be more than willing to cooperate with a con structive program. The health, welfare and workability of their people are as important to them as to employers. We should devise palatable ways and mean* of appealing to (sir unlicensed people to make them think, art. and work safely. SAFETY MEASURES FOR INLAND VESSELS So much for crew jafety. Now here are case* considered safe vessel operations on inland vessel*. Vt the spring meeting of the marine sec tion. National Safety Council. Cap*. Hew lett R. Bishop, Atlantic Coast Director. I'. 5. Maritime Administration suggested that a visible signal such as an amber light he synchronized with the whistle for night operation*. He called attention to two colliion m X. V. harbor during the winter month* that were preceded by unheard Mgnal*. This i* already a requirement on \V*tern rivet* towboats and is favored by the L'. S r<M Goard on the Great Lake*. We have an amber signal light on each mUad which dashes when the whistle is blown. One cold night, we had a collision in N. Y. harbor that developed into who Mew first and whaz whistles were blown. Tlte pilot said if the tugs had a visible signal synchronized with the whistle it would !* very helpful in the daytime as well as at night. 1 immediately recommended an amber tight be installed oo oar harbor tugs, (which are <lteel propelled) for night safety*, and in le*s than a week, word came down from the "top" to install whistle lights on all in land vessels. Several years ago, we had a crank case explosion on a tug which resulted in con siderable damage to the vessel. Our investi gation showed that prior to the explosion, white smoke was seen coning from the engine and then a small pop followed by the explosion. I discussed this problem and learned that tone foreign ships used C02 gas as a pre vention. In other words, if a shot of COZ gas is injected when the white smoke is seen coming from the engine it will create a non-explosive mixture in the crank case and prevent an explosion. RADIO-TELEPHONE PREVENTS ACCIDENTS In addition, inland vessels are using the radio-telephone a* a safety factor more than ocean vessel*. j On Lake Erie and Michigan vessel lanes are laid out on alt charts. On Erie there it an east bound lane and a west bound lane. On Lake Michigan there are lanes for north and south bound vessels. Once a Cap tain aw a south bound vessel dose to the north bound lane and immediately called the vessel via radio-telephone. Both vessel* established themselves, their destination, and prevented a possible collision. Radios can also he used tn fog whet a whistle is hard forward of the beam. Once a Mississippi towboat, up-bound with 12 loaded oil barges approached a narrow point in the river near a bad bend. Some miles up river, the Captain saw the searchlight of another towboat but didn't know which way St was bound. He called the other pilot on the radio-telephone and asked for identification, size of tow and the direction bound. In this manner, they arrived at a safe passing point since they were steaming in opposite directions. However, the radio-telephone. like radar, is only an aid to navigation and does not excuse failure to follow all rules for snfe navigation*^ ANNUAL COMMITTEE REPORTS REPORT OP THS GENERAL CHAIRMAN CAPT. JONES F. DEVUN. JR. generot manager, United States Lines, North River, N. Y. Our membership his increased since the first of the year. As there ire industry rep resentatives present from at! ections of the country I would like to take this opportunity t<* announce our new* members: I'niied Fnrit Company, Xew York. X. V. American Foreign Steamship Company, New York X. Y. Luckenhaeh Steamship Corp^ Brooklyn. X. Y. M. tc I. Tracy, Inc.. Xew York. X. Y. Coyle Line*. IncXrw Orleans, La. McAllister Brothers, Ine,, New York. X. Y. Central Gulf Steamship Corp.. No* Orleans La. Charleston Stevedoring Cix, Charleston. S, C. Intemalionaf Cargo Gear Bureau. Inc. New York. X. Y, f ini j4aed to note that a dicusion group has Seen formed for the Great Lakes Operators which extend* the tine work now being done by the Cargo Vessel discussion vrottp and the Tanker discussion group. I would like to voice my personal thanks to Mr. Harold Wick for his outstanding work on behalf nf the Marine Section; Co Admiral Ed Holden who is always ready to assist with bis vast knowledge of safety business, and to Mr. Les Dutton wito gra ciously receives our rompbintt and prob lems; always managing to straighten them out. It is regrettable to note that we arr losing two of our members through retirement this sear--Mr. "Nippy" Parsed, who lias so ex cellently edited our Newsletter, and Mr. Carl Holmes, Past General Chairman and Chairman of our Awards Committee. I think we should give them a vote of thanks for the splendid work they've done over a l<eri(d of many years. t entreat you to keep an unflagging in tercet in thi Marine Section of the National Safety Council u oxe you Executives be rime diffident or deputize your Safety- Pro gram l promise you it will shortly become decadent. Safety is an intangible which cARstantly needs prodding and alert execu tive attention. { repeat my gratitude to sou all for vour cooperation during my term as (ieneral Chairman and know that this same support will be given my successor. Thank REPORT OP THE VICE GENERAL CHAIRMAN (STEVEDORING) G. H. E. BUXTON director. Safety Button, New York Shipping Aun,, New York, N. Y. At the Spring meeting, which was held in itwjunniMi with the -Annual Convention of the Greater Xew York Safety Council, three papers cm stevedoring were given. The meeting a- well attended, and we were most encouraged to find mans people present from other port*. The Management Advisory Cargo Han dling Safety Committee, which represents steamship operators and stevedoring com panies on the Atlantic, Gulf and West Cst% the Gnat Lakes and Hawaii, has 4Pt*ntcd a Sub-Committee to work in liai son with the Marine Section of the National Safety Council. In this way, every port in the country can be kept advised of matters ermccmiigt safety in stevedoring operations, while at the same time there i now a mean* of interchange of information.^. 10 Maritime industries REPORT OR THE ASSISTANT GENERAL CHAIRMAN (PROGRAMS AND CONVENTIONS) HAROLD M. WICK assistant viee president, American Bureau of Shipping, New York, N. Y, During the past year this committee has arranged four sessions for the Marine Sec tion. Two were general meetings of the Executive Committee of the Marine Section held m New York at the Maritime Ex change on January 15 and June 11. These meetings were very well attended and a good many reports were received from nnoa committee heads. The wail Spring meeting was arranged, this boo* a two-day session in Xew* York and held a* tmnl in conjunction with The Gnaw New York Safety Council Annual Coermbea and Exposition. This was held at the tatlrr Hotel. March 20 and 21. The i,in Mints, warned nine speakers and the cttxo e.f rferee arrangers and eight 1 rr inlmg chwmnen. There were three scs- uom. these brag the annual Shipbuilding and Repair Yard Session, a Ship Operators ?<iw and a Stevedoring Session. A joint Uwfceoa *-** arranged with the Propeller Owb, Port of New York; at the Waldorf- Astoria Hotel at which Rear Admiral Henry* T, Jewel Chief. Office of Merchant Marine Safety, l*. S. Coast Guard. Washington. t> C, v> the principal tpaker. The current annual meeting was also ar ranged. this being a three-day session, de voted primarily to ship operation, stevedor ing and Coast Guard activities. Ten speakers were cured together with the services of seven presiding chairmen. A joint luncheon with the Propeller Club, Port of Chicago, was arranged as a concluding feature of the meetings. The principal speaker at this luncheon will be Vice Admiral John M. Will, Commander, Military Sea Transpor tation Service, Department of the Navy, Washington, D. C The committee also ar ranged for the annual business meeting on the morning of October 23, and the show ing of two movies during the course of the meetings. The committee wishes to express appre ciation to the staff of the National Safety Council at Chicago, in particular to Mr. L. W. Dutton for the considerable assistance rendered in arranging with the Morrison Hotel for the details of our luncheon with the Propeller Club. The committee also wishes to express ap preciation to various maritime organizations for assistance rendered in distributing cor ics of the Spring meeting program and the annual meeting program. These were the American Merchant Marine Institute, the Lake Carriers Association, the American Waterways Operators. The Shipbuilders Council of America, the Xew York Shipping .Association, the Xew York Board of Marine Underwriters, the Propeller Clubs, Port of Chicago, Port of New York, and Port of Joliet. UL^ MEMBERSHIP COMMITTEE REPORT T, T- WILKINSON smperintendent engineer, Marine Dept., Sinclair Refining c., New York, N. Y. The General Chairman announced at the Marine Section meetings last year tliat a campaign would be waged to enlist new members. A large number of companies in the Marine held were contacted and ac quainted with the advantages of member ship in the Marine Section. As a result 10 new members joined during the year October 1. 1956 to September JO. 1957. There were seven cancellations during this period--some due to member companies going out of business, or for inactivity. In two cases no reason was given and efforts are being made io persuade these companies to reconsider their decision and re-join. The present total of our membership is now 115 of which 45 are operating companies and JO are associations, insurance companies, etc. The Membership Committee requests that all members continue to cooperate and ad vise of any Ukety prospect* for our Marine Section.^ It 1957 National Saftty Congress PUBLIC RELATIONS COMMITTEE REPORT FRANK O. BRAyNARD director, Bureau of information, American Merchant Marine institute. New York, N. Y, The Public Relation* Committee carried on iu regular function of seeking to pro vide publicity both in the marine pres* and m the general preu for the Marine Sec* tioo. Our purpose was twofold: t) to tell the story that American ship* are the safest in the world; 2) to encourage safety thinking among personnel. It was a privilege to cooperate with the Ship Safety Achievement Award Committee in publicizing the various award presenta tions. May I add here tint a subcommittee of the American Merchant Marine Institute Public Relations Committee was appointed during the year to handle arrangements for these award presentations. This subcommit tee was haded by S. R- Bros* of the Alcoa Steamship Company. Dick Bros* did a re markable job in my opinion. The recent Reader's Digest safety article holds a public relations problem of consider able dimension. We regret to say that aside from a strong address by Ralph E. Casey, President of the Institute, we were unable to take any action to correct the bad name that this widely rad article may have given safety on American passenger ships. To properly combat this type of article would require a constructive public relations effort of no mean proportions both as to cost and time.^fc SHIP SAFETY ACHIEVEMENT AWARD COMMITTEE REPORT MAITLAND S. PENNINGTON assistant vice president, Moote-McCormock Lines, New York, N, Y. The Ship Safety Achievement Award Committee now in its fourth yar of activity, made three awards and crated a new cita tion during the past year. Two of these awards and the new citation have been presented; the fourth will be presented be fore the calendar yar is out. The aw'ard* were made to the liner AMERICA, with presentation ceremonies aboard the ship; the freighter CAPE ANN, also with ceremonies aboard the ship; and the tanker GULF OIL---for which no pre sentation has been made yet. . The special award was crated to honor the Military Sea Transportation Service. It is entitled "Distinguished Sa Rescue Award** and the first presentation was made to the transport FREEMAN in Seattle last May. We are endeavoring to extend the Ship Safety Achievement Award to include spe cial awards to individual seamen and officers. ,-v* you know-, the present award includes a pennant for the ship and individually-named scrolls for every man aboard the ship ex cept in certain instances where only seg ments of the crew participated. 1 hope that a new scries of awards will be set up next -year for various types of individual safety achievements. It is a pleasure to thank Ralph E. Casey of the American Merchanc Marine Institute tor his cooperation in making the Ship Safety Achievement Award program possi ble. As you know, these awards are a joint project of the AMMI and the Marine Sec tion.^ Maritime Industries SAFETY FOSTER COMMITTEE REPORT M. BREECE Esso Shipping co-. Now York. N. Y. The objective of the Safety Poster Com mittee is to assixsohte and select specific material pertaining to safety in the Marine Industry, presenting this material to the National Safety Cooadl staff who will con struct safety pewters suitable for use by the Marine Industry. The first meeting of the Safety Poster Committee of the Marine section was held on March 12, 1937. At this meeting various samples of posters previously utilized in the Marine Industry were reviewed, including the two previous Marine series issued by the National Safety Council. After our first meeting, Mr. Les Dutton of the Xariccttl Safety Council was con tacted in reference to what material the National Safety Council Staff desired from us and what procedure they expected to employ in issuing further Marine safety posters. Mr. Dutton informed the Poster committee that the National Safety Council staff is primarily interested in obtaining spe cific poster subjects with necessary support ing material to enable them to construct one two colored 8H x 11 inch posters at each two month interval or a total of six posters a year. These posters would be made avail able to the Marine Industry, and also pro duced in miniature in the Nadooal Safety* News and Manne Section News Letter. With the assurance that the National Safety Council can issue Marine safety posters at two month intervals, it wtU be possible for the shipping companies to lay out their 12 month schedule interspersing suitable posters selected from the General Poster Directory. The second meeting of the pater com mittee was held on April 30, 1937. At this meeting five cuggestiooa for posters were submitted by the meabers. The 3rd meeting was held oo August 14, 1937 in which the following data for safety posters was submitted: 1. Don't be a railbirdL 2s Careful use of culinary knives. 3. The hazardous use of bathroom Jogs aboard ship. 4. Improper rigging of bos'ns chair shack les. 3. Know your equipment and how to use it. Safety equipment (InhaJator). & Test tanks and compartments before entering. 7. Don't lave open floor plates unguarded. These slogans accompanied by photo graphs, were submitted for approval by the committee, I suggested that the slogan "Safety is Seamanship" appear on the Life Ring Preserver oo och poster. Cape. Jones F Devlin, General Chairman of the Manne Section, gave carte blaoche authority and approval from his office for the recommen dation. The posters were then sent to Mr. L. W. Dutton of the Marine Section National Safety Council. I suggested that sketches of all these designs submitted be prepared for display at the Marine Section Meetings dur ing the coming National Safety Congress. Mr. Duttoa replied that every effort will be made to have at least some of them ready for display. Me also agreed that others will appear at intervals through the coming year. Mr. Dutton felt that the miniatures of these posters can be produced in the News letter and in the National Safety News as the posters are issued. He suggested that at the time the first poster appars that we feature to the Newsletter the fact that this is the first of a series and ask the member? to watch for future issues. The- first poster is tentatively scheduled for announcement in Jan. issue National Safety News.Jit 13 12 1957 Satiemal Safety Congress TANKER SAFETY DISCUSSION GROUP REPORT C A. CULVER safety angina*/, Atlantic Refining eo., Philadelphia, Pa. Meetings are held on the second Wednes day of each month at either the Board Room or the Library of the Maritime Exchange, 80 Broad Street, New York, N. Y., July and August excepted. The following is a brief resume of the meetings held since my last report dated June II, 1957: June 12, 7957--Joint meeting with Dry Cargo Group--Mr, Francis T. Braimigan, Safety Engineer, Safety and Fire Protec tion Branch of the Atomic Energy Commis sion, Washington, D. G led the discussion on hasards incidental to the handling of atomic materials, particularly with regard to situations where there might be fire, col lision, etc Approximately 20 attended. September 25, 1957--Planning program for 1957-1958. Tank cleaning and gaa freeing operations were also discussed. 17 attended. October 9,1957--Ur. D. S. Wechsler, Safety Engineer for the Maritime Administration, Washington, D. C. led the discussion on dryscale removal from ship's tanks using a Lamb Air Mover. This system may be adaptable to tank cleaning operations on tank vessels. 18 attended. We believe that we are growing each year and the good attendance is evidence that our programs are interesting. There are no recommendations to make at this timeJdlk. GREAT LAKES AREA REPORT Maritime industries D. L BUCHANAN director. Claim* DiVivm, Pittsburgh Steamship bit., United State* Steel Carp., Cleveland, Ohio During the pest year, members of the Manne Section--Great Lakes Area--have been active in promoting and stimulating in terest in Marine Safety. Some of the major activities have been as follows: 1. The addition of eight new members which will mean a substantial in crease is participation in the Marine Safety Coezest. 2. The pmcnocen of an organization to be knows as the "Great Lakes Dis- w*ra of the National Safety CaxswtL" This group is composed i*>e the port of members of the Manac 5-e<tx*--National Safety Council. Permanent officers have al ready been elected and the group plans to ncet monthly to discuss problems with regard to safety on Great Lakes Vessels. Current in juries aboard ship of general interest will also be discussed fully. J. Assisting the Lake Csrriers' Associa tion in the preparation of another Great Lakes Safety Calendar. We plan to continue our efforts in 1958 to interest other vessel companies operating on the Great Lakes to actively participate in the Marine Safety ContesLdk INLAND WATERWAYS COMMITTEE REPORT GULF AREA REPORT F. A. MECHUNG rtc* president, A, L. Meehting Barge Lines, Joliet, til. ROBERT F, RADER Lfhes Bros. Steamship co,, fnc^ New Orleans, La. The inland waterways industry is now in its fourth year of concentrated marine safety activity. The program is satisfac torily progressing through the joint efforts of The American Waterways Operators, fnc, and the Marine Section of the Na tional Safety Council Safety activities currently underway in the inland waterways industry: 1. A\VO makes continuous distribution of Chart of Comparative Analysis of Western River and Inland Pilot " Rules Applicable Jurisdiction to In land Rivers and Waterways of the U. S. A. 2. The Inland Waterways Safety Con test jointly sponsored by the Marine See lion of the National Safety Cowal and The American Waterways Operators, loo, is now in its third 14 year. Seven new companies are par ticipating in the contest this year for a total participation ol 42 companies. 3. AWO makes continuous distribution of printed booklet entitled "Acci dent Prevention Guide for Inland Waterway Industry." 4, AWO develops and distributes ap proximately 1700 copies of the monthly Safety News to Member companies and interested groups. 5. AWO renders continuous assistance to companies with their Accident Prevention Programs. 6, AWO in cooperation with the Marine Section of the National Safety Coun cil, has designed a special insignia to be displayed o island vessels re ceiving safety recognition commenc ing with 195S awards. oA I submit the fo&wnag ftpwt of committee activities for the 'ear W?. CHstXGES ADD1TIOSS None. ACTIVITIES- Tbe Diza Safety Socwty and its Marine Section asd the Metmpohan New Orleans Safety Goearil and its Marine Section cooj linoe their activities in promoting the fur| tberancc of accdeac prevention and safety into all phases of Marine Operations with the assistance and co-operation of local Steamship Companies, Stevedore Companies, the various Ship Repair Companies, the | Coast Guard, th* New Orleans Levee Board. I the Board of Commissioners, Port of New : Orleans, and other various companies re lated to the Marine Industry. The Marine Section, Delta Safety So ciety sponsored a very successful Marine Section Program of the Louisiana Safety Association Conference, held December 10th and lJtb oi 1956, The Marine Section is again in process of sponsoring a similar program on the occasion of the Louisiana Safety Association Conference, December 9th and 10Ut this year. A very excellent group of speakers have been selected for this Marine program and with the many efforts being put forth by the Marine Section, we are looking forward ro a greater attendance and a most successful program. On January 14, 1957, in Chicago, a large group of Marine Industry Representatives from the East Coast, Gulf Coast, West Coast, and the Hawaiian Islands met for the purpose of forming a "Management Advisory Cargo Handling Safety Commit tee" in an effort to promote safety in cargo handling operations further throughout the United States. The Gulf Area has been well represented and very active in assisting to organize this committee; which was re quested by the Bureau of Labor Standards. 15 (937 National Safety Congress The Metropolitan New Orleans Safety Council and the New Orleans Chapter of American Safety Enginers, Sponsors of the Seventh Industrial Safety Contest, which ended June JO, 1957, awarded certificates of achievement on September 18, 1957, to the following Marine Companies for their out standing safety records: Jahncke Service Incorporated ... Marine #2 Higgins, Incor porated ........ Dixie Machine Welding & Metal Works ............. Jahncke Service Free.27 Free 5.15 Free. 5.96 Incorporated ... Marine#! Avondale Ma chine Ways, In corporated ..... Free8.54 Free. 8.75 The Marine Section, Delta Safety So ciety assists the Gulf Coast Offshore Oil Drilling Companies with safety problems when called upon and stimulates safety in terest among other Industrial Marine Oper ations. There has been reported a 25 to JO per cent increase in membership in the Marine Section, Delta Safety Society, this year. PENDING MATTERS: Mr. Elliot V. Parker, Chief, Division of Safety Standards, U. S. Department of Labor, attended vanous joint conferences of Steamship Associations and Stevedoring Associations, in Texas, Louisiana and Ala bama, in 1955 for the purpose of outlining to the** two groups Safety Standards pro posed by the department for voluntary adop tion by the Marine Industry. This matter yet remains under advisement. RECOMMENDATIONS: On account of time required to do die right kind of job, which is most important, a new Vice Chairman for the Gulf Area should be appointed forthwith. As a result of the many supplemented efforts put forth this year by all members of the Marine Industry through their vari ous safety organizations and individual com pany programs, the entire Gulf Area, should produce a very good record, safety-wise for 1957-^s. Mantime industries in beats, distribute safety literature and otherwise strive to educate the boating public. They take action where reckless or negli gent operation of vessels is observed. This is a step in the right direction and it ts our hope that the activities of the Coast Guard in this regard wtQ be expanded to keep pace with the expansion of recreational boating. During tki* lut T**x we have had * trainee assigned to our firm from the Coast Guard Merchant Marine Inspection Service. The purpose of die program is to acquaint young Coast Guard officers, who will later be in the Inspection Service, with the ovrr- all picture of the marine industry to the end that they wilt be better equipped to discharge their dudes. Lt Bertrand Ronneberg is the individual assigned to our company. He is a very personable young man and we are happy to have him with us. The as sociation will be, I am sure, of mutual advantage to industry and government I dose with my respects to you gentlemen and to the motives that brought you to the Safety Conference--the prevention of acci dents with the avoidance of human suffering and the preservation of our ships and com merce.^ PROTECTING OIL TANKER CREWS FROM ACCIDENTS by CARL F. VANDER CLUTE general manager, Marine Dept., Gulf Oil Corp., New York city PACIFIC AREA REPORT A. . KIHN president, Californio Shipping co.t Son Francisco, Calif. The form of the report will take that of a few observations on safety as related to the Pacific Coast. The record of marine casualties on the Pacific Coast was much better last year than it was the year before. In the year October '55-October '56 there were some five major collisions, a stranding and a vessel, broken in half. This year, October '56 to October *57 time have been two seri ous marine casualties. One was an explosion in the fuel tank of a tank vessel in a ship yard which killed 10 men with more than one million dollars damage to the ship. The other was a collision in which a freighter sank a government dredge with the loss of three men. These tragic accidents serve to remind us that constant vigilance is the price of safety. 16 Last year I reported on a safety problem on the Pacific Coast that is common to other areas. This had to do with the operations of small pleasure craft in waterways also used by commercial vessels, including sea going vessels which, because of their size, cannot maneuver as readily as the small craft Dangerous situations sometimes evolve when the larger vessels attempt to keep clear of th smaller vessels and at the same time avoid natural hazards. Our good friends, the Coast Guard, have been cognizant of this problem and have taken action. 1 speak of the Mobile Board ing Units that have been organized and assigned to the various Coast Guard Dis tricts. These units consist of a Chief Petty Officer with three men and a trailer boat and truck. They visit recreational boating centers where they check safety equipment , To cover the scope of the subject matter 1 would fill a large-sized volume. On the other hand. 1 rouJd give you a brief solu tion to the proposition. Safety means "NO ACCtDENTS." Just as we are all against sin, so we all favor safety . . . that is axiomatic. It is also true that we are against those things that are unsafe. However, though we are against them and preach and try to educate crew members, we must realize that, like death and taxes, accidents will always be with us due to the vagaries of the human element It is our job to keep accidents to a mini mum, especially since the courts have ex tended the range of liability to the point that the ship owner is the sailor's guardian angel. A seaman in the day's of yore was considered the ward of the Admiralty. In those days there may have been rea son for such a doctrine. Today, that doc trine has been so expanded that the time has come when the courts should courage ously repudiate antiquated doctrines of the horse and buggy era. It behooves the ship owner to indulge in safety education as a protective measure. Educate the men to avoid the accidents to circumvent the need for the court to exer cise its parental guardianship for the mod em sailor. A* a matter of fact, the men who go down to the sea in ships are well educated, intelligent men for the most part. They are, in the main, a credit to the high standards of the American Merchant Marine and need not be considered `'Wards" of the Admiralty. COURTS GUARD SAILORS Nevertheless, today, the courts go far astray in treating seamen as Wards of the Admiralty. Seamen, as weit as other men. have their frailties. A classic case is cited as follows; The plaintiff, a seaman, rated as s fire man and watertender on the SS. , was injured while on shore leave in the port of Split. Yugoslavia. He had collected his pay and medical expense and now sued for 36 days maintenance. Going ashore about noon he resorted to a tavern where he drank one glass of wine. 17 1957 Notional Safety Congress He visited another liquid dispensary where he quaffed two classes of similar vintage. There he met a woman who lured him to her room for purposes not particularly pla tonic : while there "consideration like an angel came and whipped the offending Adam out of him.'* The woman scorned was un appeased by his contribution and vocifer ously remonstrated unless her unregarded charms were requited by an accretion of "dinner- (phonetically put). The curt er roneously interpreted the word as showing that the woman had a camiverous frenzy, which could only be soothed by the suc culent sirloin provided at the plaintiff** expense. MAN LOCXSO IN But.it was explained to denote a pecu niary*. not a gastronomic dun; she then es sayed to relieve his pockets of their mone tary content Completely thwarted, the woman locked plaintiff in her room. He kicked the door while he clamored for exit; not thus persuasive, he went to the window about six to eight feet above the ground and while there contemplating de parture. he was quickened to resolution by the sudden appearance of a man. So the plaintiff thus confronted leaped from the window and sustained injuries which hospitalized him in Yugoslavia and the United States. During the extensive period of his incapacitation his wages and hospital bills were paid by defendant; the only question confronting the court is his claim for maintenance over a period of 36 days. ENTITLED TO SUE? Consider the peculiar circumstances under which plaintiff met with his injuries: do they militate against the recovery of main tenance from the defendant? No authority with an analogous state of facts was cited by either side; the defendant contends the plaintiff accompanied the woman to her room and his leap from the window was tainted with his original immoral intent. Therefore, he is not entitled to sue for maintenance. it be consistently argued that plaintiff, haring abandoned that original purpose "** listing sought to conserve his safety as well as the life of a good sailor, was acting on continuance of the initial 1$ Maritime Industries unmoral intent. In the court's opinion the proximate cause of plaintiff's leap from the window was not his original intent but was To take advantage of the beneficent at titude of the courts are some less desirable elements to whom education is of no value. the concurrence of the locked door and the subsequent looming thrmt of die man. ?n this connection I again think that a I'S.P.H. certificate X.F.F.D. (Not Fit For FEAR CAUSE) ERROR The plaintiff's violent fear caused him to exercise an erroneous judgment to jump rather than drop to the ground. Under the circumstances, the window was the only solution presented to plaintiff in his emer gency! least he cannot be condemned for w> conjecturing despite his starting on the wrong moral foot. Duty) is too broad. It makes no distinc tion between ratings. AH are classed as teamen but the Public Health doctor doesn't know and eanx be expected to know un less industry tells him that there are dif ferent categories. A condition that would justify an N'.F.F.D. for an A.B. or Oiler does not necessarily incapacitate a messman or wiper from performing his limited duties. The court mentioned another case where ELIMINATE HAZARDS a seaman on shore leave was not found to be definitely intoxicated from the consump tion of three bottle* of beer and his divine into a dry swimming pool was not con strued as wilful or gross misconduct The court did not find in the present case that drinking three glasses of wine rendered plaintiff intoxicated; nor did his jump from from the window denote inchnation. To hold otherwise would argue strongly again*: hts ability to choose the means of escape and would indict him for an error of judg ment which is not the law against one who chooses in an emergency one means oi safety what another might have been more conducive to that end. Peculiarly, the plaintiff chose the only means of escape even though it resulted in his injuries; had he elected to go out the door with the threatening man there barring the way, his injuries reasonably might base been more serious, judgment was for the plaintiff for 36 days maintenance. In another caw a leaned judge used the following language: We must therefore conclude that while safety education is valuable and not to be discounted in any way, it has its limits- uons.- It, therefore, is well for us to give considerable thought to the elimination of hazards wherever possible, or provide pro tective measures. In other words, reduce the exposure. Assume that our sailor has navigated the tovage safely back from shore and to the dup's gangway. Here is a place where cau tion can be exercised in a preventive man ner. Don't forget the ship is primarily responsible for the gangway even though it be furnished by the dock or shipyard. The gangway should have a proper ap proach and be properly rigged with man rope* or rail* and well lighted after suoknvn. A life ring with life line should be avail able at the gangway at all times. Above alL a life ring should be close by when a facob's ladder is being used for boarding. Every precaution should be taken to make *urc the gangway is safe so that our sailor "Substantially alt maritime risks are in-1 sured, and if we must suppose that the addition of this risk will show rn the; premiums, in the end it will be likely a!*n to show in freight rates; and so far as i: docs, the recovery will be spread among can get aboard without slipping, or if he trips, so he can't fall overboard. Proper ireads and abrasive non-stod material be tween treads a* well as well-rigged ramps *hcn required, are essentials. Cleanliness a oi importance. those who use the ships.** COURTS FAVOR SAILORS , ENSURE GANGWAY SAFETY j Recently, there was a case where a ship In other words, the court went all out to ! yard furnished the gangway and there was find against the ship because it was cov ered by insurance, ft actually means that a ship owner must subsidize accidents to seamen caused by their own rice*. <and on it. The sailor slipped, but that's not all, one of the safety lines allegedly was missing and the sailor wait over the dde. The sailor was badly injured and it cost a large sum of money to dispose of the case. The point is that the ship should make sure that the gangway is safe in all re spects, regardless of whose gangway it is. because it forms the mean of ingress and egress, and it is the ship's primary respon sibility to see to it that such ingress and egress are proper and safe. This, then, is a matter of education of your ship's officers to realize that, eves though someone else furnishes the gangway, it is their duty to see that it is safe and proper. As preven tive medicine we supply the ships with the safest gangway we cas buy. Now our sailor is aboard. We must pre vent his slipping for slipping cases out number ail others. Here again, while alt efforts are made to educate our sajtor to watch where he steps and to maintain an even keel, it again behooves us To use pre ventive medicine. We know ships are endeavoring to go all out and make alt deck spaces non-skid. We Have experimented with various items but find that the use of Fuller's Earth sprayed on the paint white wet establishes a very effective surface. However, nothing is per fect. A man without proper equilibrium must be regarded as unstable. He there fore becomes a hazard. Our crews have developed several types ot spfayers and thus created a competitive spirit, each trying >o outdo the other. This competition, as well as the actual spraying leaves a lasting safety impression. The ac tual doing of the job is better than many lecture*. SHIP HOUSEKEEPING IMPORTANT Good housekeeping aboard ship is always essential. Usually a ship that exhibit* good housekeeping is an efficient ship which is conducive to a happy ship, and this all goes toward a safe ship. Among others, the forecastle and the poop deck are places where good housekeep ing is essential because of the gear and equipment--mooring lines, chains and stop pers. anchor windlass forward, winches aft. Pausing for a moment at the anchor wind lass we, in Gulf, have experimented with anchor locking bars and brake bar*. We are replacing the old heavy steel anchor bars with light-weight aluminum bars. We 19 I95T Kaitonal Safety Congress Maritime Industries also have provided a working platform to afford safe footing and a good position for a man when he has to lock a windlass in or out. The forecastle deck is a location where non-skid decks are most important Often wet, the possibility'of oil from the windlass, mud from the anchor chains and wet moor ing lines alt contribute to the necessity for providing non-skid, footing. However, fail ure of mai to wear proper foot gear con tributes materially to slipping and falling accidents. PREVENT PUMP LEAKS As we move along, let us stop at the pump room. The leakage of cargo into the bilge through the cargo pumps was a mat ter of concern to us. We have installed mechanical seals which eliminated this po tential source of trouble Incidentally, we have also utilized the raechamcal seals on the lire pumps to eliminate wetting down the electric motor and putting it out of business. We also advocate the installation of fog nozzles in the pump room. In the event of tire, if men are in the pump room the use of COt would be disastrous. The fog noz zles permit fighting the fire and also give the men a chance to get out. We feel that the use of good, light-re flecting paint--white, in our case---if helpful in preventing slips, bumps and other accideitz. After the pump room, it is natural to think of the tanks. We are experimenting witk a dock eductor which U tight aad easy to handle The type we are trying weighs only about 20 pounds and is easy to handle. It is kept on deck and only 1Kinch hose is lowered into the tank. When ever a piece of equipment can be made light enough to handle easily the hazards are reduced. The possibilities of dropping on toes, Jtenuas. sprained backs and the usual run of injuries that can result from han dling heavy equipment are reduced. This is the type of thinking I refer to as preventive medicine. As do many others, we use the Coppus blowers, eliminating the old bulky and acci dent-prone windtails. Mucking tanks still has its share of ac cidents. We furnish hard hats, rounded bottom-edged backets and a special hook 20 wliich is as near fool-proof as we can find. We have also reduced the size of the buckets to facilitate handling and reduce the weight The latest plastic bucket we are looking at has no metal rim on the bottom, having only a top rim and a handle. While we furnish hard hats, we know they are not always worn and by the tue of the plastic buckets with no metal rim on the bottom, we hope that if a nun is struck by one the results will not be as catastrophic as would be die case with the otd metal buckets. With the deck eductor we are trying out, we hope to decrease the amount of mucking necessary and thereby reduce the exposure. Apropos of our constant study to reduce weight to faalitate handling, thereby re ducing the slipping, falling and straining cates, we have reduced the sue of our laundry begs. This may sound like a simple proposition but we have found that one o< these: otd laundry bags coming beck with clean, folded sheets weighed up to 100 pounds. We have now cut the size of the laundry bag in half so that the maximum weight now is about SO pounds, making it much easier for a maa to handle. Since the institution of these smaller bags we have not had a claim resulting from carry ing linen aboard or stowing it. Throughout the ship ladders are constantly being checked to assure a good footing. Nevertheless, we still have men going up and down ladders "No hands'* and, at times, winding up with an accident report CHIOC LIST INSPECTIONS We have a regular form which our safety inspectors use going aboard a vessel cover ing conditions in general, including safety items. We also have what we call a con centrated check Ust. Each month we select a group of items, usually eight and. in addi tion to the general inspection, have a spe cific examination and report oo these se lected items. Our regular review of all accident reports sometimes suggests items for this Ust. For instance, one month might cover gangways, anchor windlass bars, screens on portholes, guards on fans, goggles, ullage opening screens, floor plates in the engine room, guards on gauge glasses, etc The following month the Ust will contain different items. This check Ust not only b a preventive but is also corrective if defects are found and aids in the instilling in the mind of ail that safety is a mighty important com modity. Through the courtesy and safety coopera tion of the Navy Department we are send ing as many of our officers as is possible to the fire-fighting school at the Philadel phia Naval Shipyard, As a result of this education, we feel our officers are more fire conscious and. heoce. more aware of fire hazards and their riimmatioG. After talcing the course, one of onr officers was asked what he thought of it. t believe he summed it up in good style when he said; "Before l went to the school I thought I could fight a fire, now I know t can." PREVENTION EMPHASIZED Again, the Navy has extended safety as sistance (M.S.T.S.) and we are taking ad vantage of the opportunity afforded by sending our men to the Baycoac school, which covers damage control The Radar school U another educational facility that we are utilizing as much as posable. This is all education, it is true, but is preventive medicine. It emphasizes safety through the interest we take is helping our men to prevent accidents. Far be it from me to forget the Engine room spaces but our accident record in the Engine room has been good. This is a tribute to the men below and we hope we can continue to make this statement. Never theless, our inspectors have their items to check in the Engine room--the floor plates, leaky glands and guards. Believing that repetition is one means of emphasis, we periodically replace the safety posters on the ships. We try to abstain from using signs that say WARNING be cause we are a peculiar people. Witness the WET PAINT sign which, for some reason, seems to have a hypnotic effect on many who must test the paint to see if it is wet. To many, a warning seems to have the same effect--a signal to take a chance and see if it is really true. Yes, people are funny but the pain and suffering of the man and the insurance costs that follow some of the consequences of the chance taking est-`>li>he* truths that ereatw no hi larity. Safety is serious business. It pays to play it safe and while the great importance of safety education is acknowledged it still behooves us to exercise all possible precau tions to protect man against himself. f publicly salute my staff, our ships' officers and men for we are proud of their response to our safety endeavors and grate ful for their aid and cooperation for the common cause of safety.^ PREVENTION OF ACCIDENTS TO CREW ABOARD FREIGHTERS by ROBERT J. TARR operating monger, Luekcnbeeh Steamship co,, Brooklyn. N. Y. Our present "Shipboard Safety Program" was started in March. 1932. and b similar to the National Shipping Authority Safety Program and to the safety programs fol lowed by other owners and operators of LT. S. Flag Cargo Ship*. It provides for the establishment aboard each vessel of a Ship Safety committee, with the Captain acting as chairman who, in the coarse of their safety duties, meet at least ooce a month to discuss all accidents since last safety meeting. Also discussed are: New safety bulletins, safe practice pamphlets, safety directives and literature received since last meeting; re port of. and action taken, by Ship's Safety Inspection committee; and report of action taken by "Home Office" to previous sugges tions by Ship's Safety committee. Minutes of all meetings and recommendations of Ship's Safety committees, are promptly for warded to our shoreside safety director in Brooklyn. 21 1957 National Safety Congress Now comes the most important part of the entire Shipboard Safety Program--the attitude and action taken by the "Home Office**--in our case our operating depart ment--to these minutes and recommenda tions, Our safety director studies the minutes and recomptendations as soon as received and forwards them to the operating manager with his comments. The operating manager then reviews, to gether with the safety director's comments, and further discusses minutes and recom mendations with his general marine supertendent superintendent engineer, purchasing agent, port steward, supervisor-crew person nel claims, terminals superintendent and/or others in his thore staff that may be di rectly concerned with a particular safety recommendation. HOME oma FOLLOWS UP Anton is then derided upon and our gen eral marine superintendent arranges for the neceswry work to be accomplished--advising both our safety director and the master of the vessel originally ubmiting the recom mendations- In the event a recommendation is turned down, both our safety director and master of the vessel submitting the recommedatioo are o advised--together with rea vers for turn dmu. It is this prompt follow up by the "Home Office" that is so necewury to the con tinuance of a high degree of interest by masters, officers and crew members in a Shipboard Safety Program. Our "Safety Director"--the shorcstde co ordinator of our safety program--is also our port captain and Atlantic Coast pilot. This combination of duties works to the advantage of our safety program since it affords our safety director an opportunity, in addition to his overall shoreside super vision. to observe our safety program in actual shipboard operation at sea each time his piloting duties places him aboard one of our ships. He thus often has the opportunity of "sitting in" on the Ship Safety committee meetings and presenting the company's shoreside views on many of the items brought up. On those vessels whose Ship Safety committee meeting minutes indicate a lack of enthusiasm, he utilizes this oppor tunity actually to take part in and rejuve nate, the interest so necessary to the success of any "Shipboard Safety Program." t reviewed the minutes of all our safety meetings from March. 1952, and will relate some of the more unusual and interesting safety problems encountered by us in the past five and one half years, together with our solutions to these problems, plus a quick briefing on some of our present safety ac tion and our safety training for the future. OPERATE 14 VESSELS VVe own and operate a fleet of 16 cargo vessels of C-2, C-3, and C-4 type, princi pally in the Intercoastal Trade but also in Off-Shore Service. Additionally, as general agents for the Maritime Administration, we have operated Mari, Liberty. Victory and Mariner types ot cargo vessels. Under Bare boat Charter from the Maritime Administra tion we have operated Liberty ships in the bulk grain, coal, and ore trades. Our review of our Shipboard Safety Program for the past five and one half years is based on this type of operation. We have made nine subdivisions of our comments simply for ease of discussion rather than on the basis of safety impor tance since, with safety, every hazard is important. GANGWAXS--LADDERS Shipboard safety starts at the gangway. Gangways have been the subject ot manv of our safety meetings since a safely rigged gangway is important to everyone (crew, longshoremen, passengers, repairmen and officials) that boards or leave* a vessel in port. Our gangway problems have involved minor to major solutions. Proper guarding of the gangway roller, after much experimentation, was accom plished in a simple and practical manner by extending the gangway floor boards about six inches beyond the end of the gangway--thus forming a guard over the roller. ` The C-2 vessels of our fleet presented a major gangway problem since the gangways are rigged at cabin deck, rather than weather deck-level and with vessels in light condition the regular 38 foot gangway originally pro vided was too steep for safety. After considerable study, we designed, and had constructed, aluminum 50 foot gang 22 Maritime Industries ways for three of our C-2 vessels. The fourth C-2 could not properly house a 50 ioot aluminum gangway and still dear the lifeboats--being slightly different in design. Therefore a 38 foot gangway with a 12 foot portable extension was designed and coniructed of aluminum and our problems were solved. GANGWAYS WERE HAZARDS Originally our C-4 vessels had gangways fitted either between #5 and #4 hatches or at #6 hatch--both dangerous locations due to concentration of cargo handling ac tivity at these large double-geared hatches. VVe relocated the gangways of our C-4's to the poop deck of the after house, just for ward of (he small single-geared #7 hatch, greatly minimizing the hazards from cargo operations. Safety meeting minutes indicate a strong preference for "string-ot-light" gangway il lumination during darkness rather than a fingle makeshift light or a quickly rigged cargo light brightly illuminating only a small portion of the gangway and casting dangerous shadows over the remainder. Safety nets are provided for alt our ves sels and our safety instructions require their rigging beneath ship's gangways not only at Pacific Coast Ports where longshore rules require (heir use. but at alt Pom of Call. These nets have atrady caught, and saved from possible injury several late returning rrew members who had tost their stability alter faulty shorcstde loading of liquid cargo. A gangway hazard often complained of in our ship's safety meetings and one most difficult of completely satisfactory solution despite our best efforts, concerned a situa tion at our Pter W, South Wharves, Phila delphia. Depressed railroad tracks run down both aprons of the pier. A large portion of our cargo, particularly steel, is loaded direct to ship from railroad car and some cargo is discharged direct from ship to railroad cars. This operation requires frequent "drills" of ears over the aprons. CATWALK ACROSS DEPRESSED TRACK The use of ship's gangway required per sons to make their own war over the de pressed tracks to. and from, the pier. As a partial correction of this hazard, a plank catwalk was provided across the depressed track from pier to edge of ship's gangway. This required "breaking" (uncoupling) each drill of cars just abreast of ship's gangway to position the plank catwalk. You can visualize the disadvantage of this plan. Many crew members would not wait for the catwalk to be placed and, even when it was in position, some continued to make their way through empty freight cars or over the couplings between loaded cars--a most dangerous procedure. After consider able trial and error attempts to correct this hazard, we decided the complete solution required the design and construction of a shoreside, portable, platform type, light weight gangway to span, not only the tracks, but loaded railroad cars as well and provide a safe, direct route from pier to ship, inde pendent of ship's gangway. We designed an aluminum gangway, swivel-fitted to a raised stairway platform on rotters at the pier end, but fitted with a special-alloy grooved slot for clamping to the sheer stroke at the ship end. lilts de sign was a complete success. It spanned loaded railroad cars and eliminated neces sity to "break" drills abreast of ship's gang way. To insure only this one safe avenue is available, ship's gangway remains housed. This solution was costly. The gangway cost more than $2,000-00 and we have since pur chased a second one for use when working a vessel on each side of the pier. CUT PIPE RAILINGS At certain periods we encountered gang way safety problems at Portland and, oc casionally, at Terminal Island when the weather decks of our vessels, in loaded condition, dropped below the level of the dock. Our short, shoreside brows at these two locations when the above conditions prevailed did not form a smooth, even pas sage from dock to weather deck. Cutting the pipe railings on the cabin decks of our vessels to accommodate our shoreside brows (and fitting the openings with removable pipe railing inserts) corrected the hazard. A hazard is usually created when a cargo Hold ladder rung is damaged or knocked off during cargo operations which prevent prompt and permanent repair or replace ment We ptaced aboard each of our ves sels several spare ladder rungs of a special type that can be quickly and easily damped 23 19$7 National Safety Congress in place of a damaged or missing ladder rung and perform safely until permanent repairs or replacement can be accomplished. Safety meetings have endorsed aluminum step ladders aboard ship for gradual re placement of wood--based on the sturdier, lighter and more dependable properties of the aluminum from the safety standpoint. We gave them a trial and, although more expensive than wood, we find them a definite safety asset and feel their longer wearing qualities will minimize the -cost differences. PASSAGEWAYS--'WALKWAYS One of the frequent causes of falls ap pearing in safety meeting minutes is oil on decks. Oil in the vicinity of winches is a problem of good housekeeping requiring the cooperative clean-up efforts of both deck and engine departments. Poor footing con ditions, however, resulting from fish oil compounds used in the maintenance and preservation of weather decks is a problem that has existed ever since the operation of ships with steel decks, and the solution to this problem seems to have been pondered just as long. Despite the numerous weather deck coat ings developed in the past years, fish oil formulas seem to remain as the best pre servative, from the standpoint of economy, ease of application and results for main taining weather decks on cargo vessels. Its use, however, presents slipping hazards even when intelligent precautions are diligently taken. We have tried, over the years, as have many operators, numerous recom mended products to preserve our weather decks yet eliminate the slipping hazard as sociated with fish oil mixtures. COAL-TA* DECK COATING We had little success until a few years ago when we discovered a certain coal-tar Ixue product and decided to try it as a weather deck coating--after properly pre paring -the test surface by shot blasting to bare metal. An experimental patch was ap plied alongside #5 hatch on a C-4--e most active location subject to extreme conditions of weather and cargo handling. This prod uct dries quickly, forms a rather thick, pro tective, abrasion-resistant coating and pro duces a non-skid surface. Our experiment worked so Well that after six months of trial, we applied this product to the entire weather well deck of one of our C~4's. The product is relatively inex pensive- Initial application is costly since it requires bare metal preparation of sur faces and two or three coat original appli cations. Maintaining the coating and touch ing up abrasion spots is quick and simple Although our studies continue, I fee! we will find, despite the original application expense of this product, we have eliminated the hazard of slipping, the sleep destroying noise of frequent deck scaling, the obnox ious odor of fish oil, also reducing the high deck crew costs of maintenance of the weather decks of this vessel. If this proves true, we plan to apply this coating to the weather decks of the remaining vessels of our fleet Our C-4 type vessels, when first acquired, presented a dangerous condition at sea for crew members to make their way over the weather decks, alongside hatches 3. 4. 5, and 6. This condition was more serious during bad weather and especially when vessels had deck cargoes stored in these locations. These engine-aft ships feed tn the after house while the bridge and quarters for the deck officers and radio operator are forward, therefore it is essential a .safe passageway be provided between the bridge and the after house. neh> safe cargo storage This hazard was discussed at many C-t safety meetings. We finally devised a plan of installing portable deck stanchions, bolted to welded deck pads, in two rows on the weather deck, on both sides of hatches -3. 4, 5, and 6, to confine and provide a safe method of securing deck cargo and furnish a safe walkway on both sides of the hatch coamings. The outboard row of stanchions were installed as close to the sheer stroke as possible, consistent with necessary allow ance for bitts and shrouds and proper secur ing of deck cargo. The inboard row were installed just far enough from the hatch coamings to provide a safe passageway alongside the coamings, on both port and starboard sides, for the crew. Pad eyes for lashing and securing deck cargo were also suitably arranged in rows dose to the stanchions. This system completely corrected the hazard and pro vided a far safer and more economical method of securing deck cargo. 24 Monlime Industries It required less shoring and lashing ma terials, lessened, the tune required by car penters to secure (usually the last operation and almost always on overtime) and elimi nated the expense of building last minute catwalks over the tops of deck cargo with the continual worry they might carry away with possible injury* to, or loss of, a seaman. This plan worked so well on our C-4's that we made similar stanchion installations on the weather decks of our entire fleet of C-Zs and C-J't, abreast of hatches 1, 2. 3, 4, and 5 Several years ago the Maritime Administration induated considerable in terest in our deck stanchion arrangement for their "Clipper Class of Proposed Cargo Ships," since these vessels were also de signed as engines-aft vessels and presented passageway safety problems similar to our C-4't. STEEL CARGO CONTAINERS Safe on-deck stowage and proper securing of the man** smalt parcels of certain types of "label" cargo moving in the intercoastal trade was greatly improved safety-wise by our purchase and semi-permanent installa tion of large (20L x SW x 7H) surplus, steel cargo containers for the stowage of this type of on-deck cargo. Again we found savtngs, as well as safety, resulted from our efforts. Expensive securing Inns and elabo rate covering arrangements were no longer necessary. The danger of "label" arfo com ing adrift in bad weather was greatly mini mized and our out-turns were greatly fan- proved. Providing additional lighting in emergency escape trunks of our C-4's has lessened pos sibility of injuries, as has installation of glass ports in all doors opening out into passageways. Galvanized metal wind scoops, projecting at face heights into outside passageways, have been condemned la safety meetings. We have corrected this hazard by replace ment with rubber wind scoops and, although about a third more expensive, they certainly are longer lasting. To insure safe passage from engine room to steering engine room on our C-Zf in rough weather, a door was cut tn shaft alley escape to the stores flat, above the steering engine room, providing a completely inside finite for the engine crew. Longshoremen create hazards for them selves and the crew by their failure to leave walkways clear of pontoons, dunnage and assorted gear. Faiture of longshoremen to replace rails when not working cargo is dangerous for the crew. Continual watch fulness on the part of ship's mates and relief mates is required to combat these hazards. HANDLING GEAR SAFELY Tip-top maintenance of all cargo handling and related gear aboard a cargo ship is es sential to safety of crew and longshoremen. We maintain die cargo gear aboard our vessels in accordance with the very stringent rules of the International Cargo Gear Bureau, requiring annual inspection and Quadrenia] Tests. In addition, asd most important, our mates are required to keep their "Register of Cargo Gear" up-to-date properly logging every replacement or namer, shackle, block, chain, etc. Our general marine superintend ent personally inspects the registers of every ship on call at Mew York during his general inspection of the ship aod her gear. All our C-2, C-3 mm) C-4 type vessels are equipped with H inch, improved plow steel cargo runners to provide a safe working toad In excess of the rated single fall winch pull ol the wtnchc* aboard these vessels. HATCH COAMING SAFETY Hatch coamings become scored from cargo runner abrasion and it is important from a safety standpoint that these scorings be built up with welding from time to time. If the grooves are allowed to cut deeply, a cargo runner will "hang up" temporarily in a deep groove and not follow the toad, finally snapping out of the groove with a Jerk, sometimes severe enough to upset the draft at the risk of those working below. Strict maintenance of hatch beam locking devices is essential to safety. To modernize and improve the safety of our cargo gear and eliminate the use of rope for guys, we have equipped all our vessels with Guy Winches and Vang Stands and substituted more dependable wire for rcuniia which has abolished entirely the need for preventers. The positioning of cargo booms is often mentioned in safety meetings, and elsewhere in safety literature and discussions, as hex- 2S 1957 National Safety Congress ardous and certainly the many booms dropped, with resultant injuries and near misses, give plenty of cause for concent. The favorite cause of boom accidents, front Providing numerous Mb utw for crew use is helpful. At ItM with xb trays around crew members are not artai I to flick their tigsr. cigarette. or pipe ashe* our experience, is the improper use of chain stoppers. The CJ.S.P.AITM in their Cargo Series Safety Letter #082057 entitled "Chain Stopper*." excellently covers this subject We have distributed copies to all our vessels for their safety program, as we do with all their fine safety literature- Many modem cargo vessels are equipped with topping lift winches as are our C-4's, which practically eliminate cargo boom topping hazards. Several years ago we purchased all the topping lift winches available from the conversion of C-4 type vessels and in stalled them after adaptation at the tO-too into waste baskets where scrag paper pew rides th missing ingredient for a 4tkrym4 action fire. HRE REGULATIONS OtfTKULT Constant supervision is required to craabar the smoking hazard, litis ts perhaps, ear most difficult safety* policing job aboard aer ships. We have provided designated ---- areas for longshoremen aboard aO type ves sels of our fleet. These was are pew*, nemly marked by sign* and our chief ejhctr * are responsible for enforcing the uantartc regulation program aboard t&j* boom locations on our C-2 and C-3 type Repairs aboard ship, involving welding vessels, for the prime purpose of safety as and burning operations, present a potential well as modernization of our cargo gear. fire hazard, utiuust superririoa on the part Hatch tent gantlines have carried away due to dialing by cargo runners. A safe gantline has received the study of safety people both afloat and ashore. After con siderable experiment, we found M' chain pendants, rigged to allow hatch tent blocks to hang clear of gin blocks and cargo run ners. to be the safest. We are just complet- mg our program of chain pendant installa tions on all ships. . FIRE HAZARD ON BOARD The worst hazard of all. and the most difficult to completely defeat, despite re ceiving the most attention, study and regula tion, is fire. Smoking remains as one of the main causes of fire aboard ship. Careless smoking habits of the crew and illegal smoking by longshoremen during cargo operations, as well as by shipyard workers and contractors working aboard, have all contributed to shipboard fires. of vessel'* Officers. Port Engineers and lob Foremen it cssomal to insure proper fire watch is maintained. adequate hose strung but. and other fire fighting equipment kept fa readiness. Kot only must the vi cinity of the welding and burning operation be free of cargo, dunnage, paper and other combustibles but, even more important, a check must be made of the areas under the deck, or on the other side of the bulkhead from the area to be burned or welded. A place where danger of explosion and resultant fire might not be expected bur exists, is In motor lifeboats where gasoline fumes may accumulate Under the boat covets and an attempt to unlash, uncover, and start the motor quickly could be disasmxt* Motor lifeboats should be given an oppor tunity to air out after covers are removed and before attempting to start motors. DECK PRECAUTIONS It is amazing that we continue to run across cases of crew members smoking in bed and burning up bed clothing and mat tresses, -yet miraculously escaping serious bums themselves. Other companies may have experienced serious bum* to their crew members from this absolutely foolhardy practice. In addition to constant hammer ing at this hazard via our safety meetings, we have found charging the guilty crew member for- the bed clothing and mattress burned as a result of smoking in bed has had some effect towards halting this practice. Our experience indicates many more minor or "little things," aboard ship contribute to injuries than do major, or "big things," it is most important, particularly when work ing on deek handling mooring lines or work ing cargo gear, that only English be spoken. A misunderstood foreign word, exclamation or order could, and has caused accident*. A clean chain Jockcr minimizes the amount of rust and dirt flying around and endanger ing the eyes of the deck crew during an choring. Wearing goggles during anchoring operations further guards against* nut and 26 Maritime Industries Art 'particles entering their eyes. The use mi dmm pipe covers at Sts is also a safer*N to die eyes of the deck crew during jusibwrtg totem the use of cement is eluni-n*--* Md. therefore, the hazard of flying i-MC pezladtt. TV ewtalhooci of tights under poop wanes baa proven a safety aid during berdriac and mooring operations in dark- INSTALLED RUNGS ON BOOMS Whenever men are working over the side fifing- a good precaution is to have a life nag ret a ratable line Rooting under their raging. A sign, informing longshoremen dot men arc working over the ride, is an added precaution guarding against the possi bility of their throwing dunnage or other objects over the ride, endangering the men on the staging. Securing the ship's whistle, while men are working around the stack, is good safety procedure. As a result of recommendations in the minutes of safety meetings held aboard our C-2*s we installed ladder rungs on the boom cradles of these vessel*--making the task of securing booms safer, easier, and quicker. Securing the bow and stem sections of lifeboat covers was made safer on our vessels by the installation of lifeboat ladders at the boat ends, fitted with safety rings to allow seamen safe use of both arms in feearmg heat covers. I have learned of a new design of boat cover with inboard, athwartship slots, instead of conventional fore and aft end slots, permitting the secur ing of the entire boat cover, m safety, from the sheltered inboard side of the boats, in stead of from the exposed ends. We hav* arranged to ghre ooe a trial. Another tafety problem encountered by a*, th* notation of wtileh mndted n some savings, in addition to increased tafety, was the hazard to seamen painting over the ride around the bow* of our ships. Working from stagings in this bow flare area is prerarious and the necessity of frequently shifting stagings results in a slow and costly job of painting. We purchased a large, stable paint float, reconditioned it, equipped it with permanent, sturdy staking and a small outboard motor. This paint float is based at our Terminal Island berth and is used during loading and discharging operations by the intereoastal vessel* of oar fleet calling there. Since weather is usually good at Terminal rriand. we can easily complete the painting of both. bow and cotatter areas plus the off shore side during the northbound call-- completing the remaining side, by berthing opposite lid* to, daring th* southbound call. The small outboard motor is used to shift the fleut When not in use. the paint float is chained to our terminal and the outboard motor kept in a locker ashore Our experi ence has shown this paint float has not only greatly diminished a hazard, but has pro vided a quicker, better and less expensive method of maintaining the hull* of our fleet. ENGINE ROOM HOUSKEEHNG Constant engine room vigilance tn keeping ladders, floor plates and catwalks, free of oil spots is necessary to insure good footing and avoid slip* and falls. Flat bar coamings, installed around turbo-generators and steer ing engines to contain any oil leakage, pre vent slipping injuries. Often a simple modification to a project ing valve will eliminate a hazard to the engine room crew. Guards fitted over the exposed flexible couplings are a safety aid. Sometimes a few minutes spent in padding a particular overhead pipe or fitting that might catch that occasional extra tall mem ber of the engine gang, could avoid a painful head injury. W* have eliminated the use of toxic car bon tetrachloride and substituted one of the safe chemical solvents now on the market for use in our engine rooms and electrical shops. (With the exception of carbon tet fire extinguishers in our motor lifeboats, we have practically eliminated the use of car bon tet on our ships). Winch rtpsin seem to involve injuries too frequojtly to the engine force It is essential that master switches to winches to be repaired, particularly in port, are turned off prior to start of repair work. Repairs should never begin oo a winch next to an open hatch until a pontoon cover, or a sec tion of hatch covers alongside the winch, have been replaced . To avoid lifting in juries to personnel, we have installed handles on the heavy brake housings of our winches for easier handling by two persons. Insisting engine personnel use the inside route via shaft to steering engine room, tn rough weather, ha* made for greater safety. 27 1957 National Safety Congress Expanded metal screen sections have been provided on operating level fratings over watch slander's stations to prevent injury from loose material above. We now obtain fire-brick for stores in packaged lots to reduce hazards from loose materials being handled in the engine room. narrow passageway--thus avoiding Kiting injuries to steward's department previously experienced in this storing opera tion. Noo-sidd decks hare been va the galleys of several of our vessels aad the use of non-skid floor wax oo regular galley tile Soon has contributed to safety. OTHER SAFETY MEASURES Permanent welded pad ejes have now been installed in the overhead of upper en gine casing on our C-3 vessels for safely securing paint staging and eliminating haz ardous, makeshift rigging to inadequate beam lamps. We have provided new, light weight, alloy chain falls, with extra length hoist chains, to enable safer removal of material from engine room to `tween deck passageway, without transfer of load enroute. Engine room ladders, at operating level, have been relocated on one of our vessels to provide safer pitch and existing hand mils extended for greater safety. We extended > Prohibiting the use of tm cans as ash trays *n crew mess areas and crew forecastles has avoided painful cuts. Many painful cuts results from careless dropping of glassware in the dishwashing sink. Presiding plasticcovered glass trays has helped avoid broken glass and resultant cuts. Providing knife racks of mirarta (U.S.P.H.S. Approved) and insisting chief stewards insure they are used pretest cuts from knives otherwise carelessly left lying around. A can opener on one ship was condemned as a hazard! It was reported that the can opener was faulty and deposited metal shav ings in the food during the opening opera tion-- resulting in mouth cuts to several gratings and hand rails to certain machinery ctewimembers. Evas a seemingly harmless not originally fitted, to eliminate use of coamtow-koiisebald item like this may be a hazardous makeshift wood planking. We use portable steel ladders, with telescoping sections, during maintenance and cleaning inside the furnace of boilers. These ladder potential source of injury. We replaced all chipped enamel parts from galley slicing machines with stainless steel to prevent chips getting into food. sections are also useful as supports for staging inside the furnaces--all contributing avoid water in galley to safer working conditions. Steward personnel must be continually On three of our C-3'*, we have replaced burner registers with a different type to prevent dangerous Hare backs and explosions from improper combustion. Signs are posted in all our engine rooms warning firemen to use torch when lighting-off rather than fur cautioned against 'using a water hose for washing down the galley due to the hazard of water contacting the electric galley range. A rope safety line, rigged as a hand grab across galley ranges on our C-2"s, has helped avoid accidents tn bad weather. nace brickwork or another burner. Com Heavy refrigerator doors are bad medi bustion control system on these vessels was cine in rough weather, unjess handled with also modified to a later type to reduce pos extreme care. We have recently learned of sibility of Hare-back from improper opera a new type plastic door, weighing 90 pounds tion. as against present doors weighing 500 ALTERED. INSTALLED SAFETY pounds. This sounds to us like safety prog To insure proper ventilation for crew ress and we will certainly give one a trial. working in enclosed areas like tanks or Several of our C-3*s were orgioally de boiler drums we have provided portable vent signed and fitted with a lattice cross girder blowers with two ten foot sections of flexible joining the long posts at the after end of hose. #5 hatch. This girder presented a difficult Making minor alterations and providing simple installations and equipment has made our ships safer. and dangerous maintenance problem, due to continuous exposure to corrosive stack gases and resultant rapid deterioration. After study and consultation with regulatory Providing a chute for dry stores on our bodies, we obtained approval to remove this C-2's and C-3's has eliminated the need of lattice girder, during shipyard availability, carrying stores down a steep ladder in a and replace it with a one and ooe-quarter 28 Monlime Industries bd wwc cross stay connecting the king pasts. In this case economy rewarded our safety effocts- Seene years ago, we shifted our cargo operations from Manhattan to Port Newark, where aircraft activity at neighboring Newark Airport caused us some safety concern, since certain glldepath patterns ran fairly cJoee overhead of our berths, A plane m trouble, sttempting a landing during dark ness, could be hazardous to our ships. We installed aircraft warning tights to the top masts of all our privately owned ships to lessen this danger. There are several other ports where airports' are close to berthed vessels. PORT NPTARK TROUBLES Heavy porthole glasses, in the passenger quarters of cur cargo ships, worried us as a potential hazard to elderly passengers-- ignorant as to their safe use. Winged at the top, a carelessly released chain could allow them to drop on a passenger's hand or fingers with serious results. We finally have devised a method to minimize this danger. A special alloy steel tension in stalled at the porthole hinge cases the port glass down preventing it from slamming dosed. Heavy doors aboard ship have been the cause of many minor but painful injuries to crew's hands and fingers. By replacing those door knobs, that are too close to door frames to afford safe finger clearance, with handles, this type of injury has been mini mized. Minor head injuries to crew have resulted from badly placed bunk lights when a simple shift in (oration by the ship's electrician could end the harard. We have installed chlorination and filter equipment to the drinking water systems of our fleet as a safeguard to the health of our seagoing personnel. A Safety Educational Program aboard our shops has been undertaken with little lost time, simply by taking advantage of opportunities when crew are gathered to gether for regular ship duty purposes. On our ships we encourage instruction and demonstration immediately following fire and boat drills and while the crew is still as sembled, in oxygen breathing apparatus, safety lamp, artificial respiration, portable lifeboat radio transmitter and fire extin guishers--giving one subject only at each drill, and each time by a different officer. Not only is this instructive for the crew, but each officer does some advance "boning up"--thus refreshing his knowledge of the subject he will instruct CREWS INDIVIDUAL SAFETY The individual crew member greatly con trols his own "safety strings." His well bang' and safety aboard ship depend for the most part on himself. If he is careless is his working and living habits, no amount of thought and effort on the put of others can completely safeguard him from acci dents. ' Much has been written and discussed on the physical and mental fitness of crew mem bers. I think the recent innovation of In dexing both physical and mental histories of crew members will aid in sorting out those that are potentially dangegous to themselves and to their shipmates. One would think all crew members would be coasdeatious about their own safety, wearing proper and safe foot gear aboard ship at all times, attending fire and boat drills properly clothed for the "real thing" (who knows when it might be?), keeping life jackets in racks provided under busks, insuring electrical toots are properly grounded during um, fairing those extra safety precautions against additional and taifamilar hazards white in shipyard or drydock, being careful about boarding; travel ing in and leaving liberty launches--particu larly in certain foreign poets where there Is a tendency to overload and attanpt longer trips in rough weather, practicing good housekeeping in accordance with U.S.P.HJS. regulations--these few things and so many more should be only a part of the regular "safety thinking" of the individual crew member. Shipboard safety meetings arc an excellent place to remind all to think and act safety. From this you might construe we have solved all our safety problems. Unfortun ately we, like others in ship operation, ran never mark "finished" to the job of safety. It Ls a continuing effort and taxes the ability and ingenuity of us alL Cooperative effort and free exchange of information on safety problems and solutions among all of us will certainly speed our work in the safety field. A ' 29 ACCIDENT PREVENTION IN PASSENGER VESSELS by CAPT. L A. RENEHAN marine superintendent, Farrell Lines, Inc., New /orfc city The safety program of Farrell Lines has been in operation for eight years. The pro gram was well planned, organized, con ducted and well supervised. Initially it was accepted with great interest and enthusiasm. The ships' safety- committees submitted interesting and well prepared minutes of safety meetings and made numerous intelli gent suggestions for the improvement of conditions for prevention of shipboard ac cidents. Manifold new practices were inaugurated, practices with which all of you are fa miliar. for you have tried them and they have been advocated in many safety pub lications. These were such things as paint schemes to emphasize danger areas, signs and posters cautioning and warning of haz ards, various types of guards, non-skid treads, hand rails, safety locks, safety screens and new lighting plans. Ships were supplied with pounds of safety literature and posters. A safety magazine was pub lished and it was an immediate success. It was widely circulated and read with in terest. But--let us not deceive ourselves, none of these procedures is the answer to a successful safety program. The key to re ducing accidents is held in the hand of the seamen themselves by their adoption and exercise of safe work practices. To achieve this condition you must start to work at the top. Throughout the promotion of this pro gram, the importance of proper supervision bv ship's officers was stressed continuously, and emphasis was made on safety and safety consciousness to such a degree that not only the members of the chipboard safety committee^ but ail of the licensed officers of every vessel were saturated with safety consciousness. If the men in your ships have not yet reached this plateau of interest io safety talk and safety reminders, if they are still actively interested in a safety program and participate in this program with enthusiasm, then you are fortunate, but I must say that I feel that this condition is not permanent. The important question now is, how to en sure a continuation of this success that we have had and presently enjoy? One of our shipmasters revealed to ate the other day that the most odious task he performs in the course of a foreign voyage is the preparation of the minutes of the meetings of his safety committee. His explamtioa was that he was merely repeating dull, uninteresting material and repeating a worn out theme to his officers. As he de scribed it. it was like requiring everyone in the ship to stay after school and stand at the blackboard and write, "I will be safe." several hundred times. PERSISTENCE IN SAFETY 1 am not for one minute going to deny the importance of persistence in safety edu cation. The unrelenting emphasis on safety consciousness is what will develop safe work practices and eventually prevent accidents. This is the system that most of us onploy today, let me call it the Punitive Approach. There may be raised eyebrows at this choice of words, but it is expressive of the current feeling of our responsible seagoing personnel. The campaign starts with the safety di rector, in his talks with the captains, chief engineers, chief mate* and chief stewards. By reminders, discussion and questions, he shapes the beginning of safety thought in their mind. He is exerasing the primary responsibility of shore-based safety person nel. His interest, enthusiasm and tenacity sets the keynote of a safety program. By shipboard inspections and instructions to ships' officers, the groundwork is laid. This must be the beginning, but it is only possible when the ship is in port. At sea. the Master must take up the cudgels and in turn convey this attitude to his offi cers. It is a nutter of continuous educa tion. by reminders and repetition. This method is a recognized necessity. By repeti tion and continuous reminders, the fundatncrtals of shipboard safety are established. 30 Maritime Industries We must persist in this! However, unless an effort is made to create new interests, * shipboard safety program will become a strongly resented bridge. Let us look at some ways that spice may be added to this recipe. One way is through the use of financial statistics. All seafaring men are at heart conservative, money-con scious people. Most of them spend hours calculating their payoff. Also the more de voted they are to their Job, the harder they work to save money for the company. USE COST STATISTICS This nun responds quickly to cost and expense figures. He would be interested to know how much a lost time accident costs the company. I would recommend to you that this aspect of shipboard expense be illustrated to your responsible officers, not tn general overall statistics, but in specific cases where an injury costs several dollars in time lost and claim settlements. The pub lication of specific cases from your claims experience would be of vital interest to your Uiipmasters. The circulation of this information should be limited to the master and responsible offi cers, for if too widely publicized, it might serve to encourage as already claim conwsous crew. There is a great value in this information when properly used, for once a shipmaster becomes aware of the actual dollars and cents oosts of as accident, his interest in their prevention is a natural con sequence. You arc indicating to him your recognition of his position of responsibility. It would be a good idt* to explain to your masters the meaning of maintenance and cure, to show them the great facility with which a seaman becomes a beneficiary of this benevolent program. Properly in spired ships' officers could often take action that would prevent this much exploited financial drain. It would be well to explain how insurance is written. NEED UNIFORM RATINGS To continue with the statistical approach. I find that a certain amount of value of competitive statistics is lost in a lack of uniformity of accident ratings. You can not expect a team to be interested In a contest in which each side keeps score in a different manner. There is a difference of opinion in the industry over what should be considered an accident The National Safety Council has devel oped an excellent formuta for rating all industries by classifying lost tune accidents. \Ye find that in the marine field this sys tem is not altogether feasible, inasmuch as <o many claims are filed by seamen who have not suffered a lost time accident. Many a slight finger cut, or leg bruise will return to pbgue you as the spectre of a large claim in the form of an unreported acci dent. Far better, we feel, to have the informa tion and details of an accident than an impressive accident-free record. There is a happy mean to be established here, a sys tem whereby a competitive spirit is main tained with the understanding that all acci dents are to be reported. Perhaps the an swer lies in an understanding between the ship and the office personnel. It is, prac tically impossible to establish a clearly de fined set of rules, but we have been work ing along these lines with notable success. USE MAGAZINE. MOVIES The prime mover in the campaign to en courage interest in safety in the Beet has been our Safety News. The value of a company publication, devoted to this sub ject. must be emphasized. Without using specific names of persons or ships, the em barrassing experiences, the boners and the accidents may be published and they in variably make good reading. It is important to try to strike a hu morous vein in this medium, for sailors dwell on views of other ships and a piece of such information presented in an amus ing fashion is widely distributed. The mes sage does get across and often without realizing it, your ships* officers are talking and thinking safety. Shipboard movies are another excellent medium for transnissioa of the safety mes sage. Most ships that carry passengers to day, show films for entertainment. At vari ous times during the voyage they are shewn to the crew. If such feature films were preceded by a short reel on safety, you would have achieved an ad man's coup with a captive audience. Unfortunately the number of such films is altogether too few. The U. S. Navy has 31 1957 National Safety Congress some good octet which, although not alto gether applicable to merchant vessels, Hlustrate good shipboard practices. Perhaps some thought should be given to the possible production of* additional films for shipboard use. There is another matter which should be of vital importance to every operator of American flag passenger vessels- A strong movement is underway in the legislative circles of this country to enact laws and regulations intended to make safer, the ships that are already acknowledged as the safest in the world. LAWS CANT BRING SAFETY Much of this is a direct consequence of the tragic Andrea Doria/Stockholm disaster; much is part of a crusade of well intenUoned but inadequately informed legislators. However, laws, rules and regulations do not make a safe ship. We have learned that the initiative must be ours, that this re- speosibiUty should remain with the ship* owner. At this moment there are over a dozen bills pending that would add additional con trols and restrictions to the shipping indus try. There are several committees that are now merring with the intention of recom mending regulations or legislation for ship equipment and cargo gear, ship construe* tioc, ballasting, stowage of bulk cargoes and the use of electronic and radio equip ment. Some of this legislation is necessary and worthwhile. It is not my intention to persuade or dis courage the passage cf any of it. but I will exhort you to take an interest in this de velopment, "to give it your close attention, to direct it to the attention of your asso ciates, for without an active partitipatioa by everyone in this industry, we could be accused of falling into the same state of apathy that we try so hard to avoid among the men in our thtrf A SAFETY IN SHIP REPAIR by JAMES *. O-OONNEU safety engineer, Avondale Marine Ways, New Orleans, La. This paper will present the "human ele ment*'' of safety--those factors of safety which are inherent with each and every member of the production team. These ele ment* are not exclusive; they may occur just as readily with a machinist as with a foreman or, for that matter, with manage* ment itself. When an accident occurs we are prone to place the blame on machinery, equip ment or conditions. It is a simple thing to attribute as injury to a faulty chisel or a piece of metal that was left in the middle of a passageway--but, what about the "human element"? Someone neglected to grind the "mushroom" off the faulty chiscL Someone neglected to remove the from the passageway. Although equipment was the instrument of injury, people were the cause* There arc numerous problems relating to Marine Safety which are common and read- tly identified as having accident potential: scaffolding, cranes and ladders. Th - -e physical things that can be alleviated L..:, what about the other sources of accidents --the does that present a hazard due to the behavior of people? For the most part we mrnnr that with proper instructions and adequate safety equipment the chances of a accident are almost eliminated. Actually, the rfimi arc reduced but not eliminated. INTANGIBLE HAZARDS How about the "human tkanaas" that we can not see? How about the inner re action* of a man when he must perform a job at great heights? How about the pos ters habits that make a man reach for a cigarette before be considers the hazards around him? How about the phys ical condition of the nan himself or the inability of the human body to resist the 32 Maritime Industries effects of a reduced oxygen area? These are the intangibles of safety--the "human element" that can knock the props from under any well planned safety campaign. These factors can be held to a minimum only by the cooperation of every membei in the plant. Fear of height is common with many men yet some wilt try to dispell the fear rather than let their foreman know that it exists. It is not a pretty thing to sec a freeze to a beam until he can be pried free and carried down by his fellow workers. It U still worse to see a man overcome with fear plunge to an unresist ing steel deck, yet it has happened. How can such a thing be prevented? How could I know what would happen? Such things can be prevented and it is part of your job to know that they will happen! if it is impossible to know each of the men in your plant at least know those who delegate work. Gain their confidence. Talk to them. Learn all you can about the behavior pat tern of the workers. Take time out to check the physical pattern of the workers. Take time out to check the physical examina tion records of the men who are called upas tor unusual activity. Make periodic check ups a must and sell management on the idea. CHART ACCIDENTS, CAUSES Keep a chart on the cumber and triad of accident* that occur on each job. It may be a surprise to discover that the foreman with a fairly decent cost record ts actually cost ing the company money through repeated accidents. These accidents are job casts, too. and have no more right to be charged to overhead than the steel plate that mokes up a ship's hull. The buU*of*the-woods supervisor is a thing of the post. A recent survey showed that autocratic supervision--again one of the "'human elements"--was a definite cause of accidents. By considering injuries as "job costs" the burden is placed where it belong*. Although the books might reflect a good profit for a certain job, if the total insurance and settlement casts arc placed against the job, what might at first appear as a highly profitable showing; may in reality turn into an astounding loss. This procedure accomplishes two things, first, it definitely shows management the actual namings of the job and, secondly, it m9tr*m the supervisory personnel liable for the safety of those who work for him. This responsibility, in turn, can be delegated to the foreman and leadennan who can effectively impress its concept on the men. How rigid are your requirements about gas-freeing ships and barges? U is almost impossible to detect a lack of oxygen with the senses with which mao is endowed--a casualty is usually his first indication. HAZARD OF OXYGEN Couple the knowledge that the workman can not identify a gas-laden atmosphere with the fact that a gas-free certificate is only good for the immediate period during which the enclosure is tested--even if the area is gas-free today, and you have a certificate from a reputable chemist to prove it, it may net be gas-free tomorrow. Nothing oi be taken for granted l You must constantly check and re-check--you must be nfre! Sica must be constantly reminded that they can not safely enter tanks and other closed compartments until they have been assured of the conditions. When this rale has been broken, and as loog as we tnest fight the "human elements" of nfety we know that there will be those who will violate it, the others must know not to attempt a rescue without proper equipment and a sound knowledge of its use. Other wise, tbe would-be rescuer become* another casualty. The proper rescue equipment for this type of woric must be on hand at all times as well as sufficient trained personnel to put it into use immediately--breathing apparatus, stretcher baskets for hoisting men out of hold* and comportments, rope and other equipment for affecting an immediate rescue. The men must be placed oo deck, in a clear free air space, and resuscitation begun immediately. Where oxygm defiamdes are encountered it i* the first few minute* of rescue that mean the difference between life or death. Ventilation of all areas must be main tained at ail times. Man feel* that if he can breathe there is no danger. Assuredly, good ventilation is a definite requirement but it is not always a criterion of safety. Toxic vapors, inflammable gases and stifling smoke be carried into compartments by inadequate ventilating equipment. 33 1957 Xationot Safety Congress The practice of maintaining a watch at take a little effort oa the pert of the men all potential danger points will pay real divi and their supervisors but it will pay off in dends. No man should be permitted to safety. descend hito any danger area without either a watcher or assistant standing by. In most instances it is advisable that the ma enter ing the tank or compartment be attached to the watcher by tncahs of a safety tine tied securely around the waist. A system of signals can then be arranged One of the soundest pieces of advice in regard to safety and the "human element'' that I ever heard was from an old chief engineer who had spent most of his life at sea. "You've got to use each of your six senses," he said, "to know danger before it strikes: and constant communication maintained by jerking the line at periodic intervals. Watch USE SIX SENSES ers should maintain1 a tally of the number of men that enter a compartment and must "Sight--to see fire, a frayed line or an obstacle in your path. never leave that area until properly relieved "Touch--to feel grease on a handrail, --even for a drink of water. a bulkhead before it blisters from a FIRE--ALWAYS POTENTIAL HAZARD fire on the other side or the warning heat from being too dose to a hot Fire is another hazard in all ship repair pipe line. or construction where burning, cutting and welding are accomplished almost everywhere oo board. Keep a constant watch and, when a (ire starts, arrest it immediately. To assure its being kept under control, main tain sufficient extinguishers at strategic points on the vessel. Make certain that the extinguishers are fully charged and that the men know what kind to use for a given situation. Lighting is extremely important Well lighted work areas not only increase the efficiency of the workers but reduce the "Hearing--to hear the hiss of escaping gas, the whine of a faulty machine or the warning cry of a fdlow worker. "Smell--the smdl of smouldering rags, the pungent odor of gas or the hot smell of as overheated bearing. "Taste--to taste the fumes of an over charged bank of batteries, the acrid taste of an electrical fire or a spilled flask of add." "But." I said, "you said six senses. That's only five." hazards. Keep the area welt lighted and He chewed on his pipe stem a moment the lighting equipment in a condition con and then looked me full in the eyes. "Mister, ducive to prevent fires through sparking. I meant six and the last one is important. Air, oxygen and acetylene lines must be 'Don't trust any of them completely and property strung and maintained. A leaking learn to watch the other guy, too.'" line and a careless cigarette are a sure Ere combination for trouble. Also, grease and leaking oxygen are another pair that can set the best laid plans of the safety depart ment to naught Loose lines scattered over the decks and across gangways are a con stant tripping hazard. The "human element" in safety is some thing different than working with tangibles but people, too, conform to a pattern. The safety director must constantly observe and remind--actually be must never relax his guard or let those around him become lax in their attitude toward their own safety. There are many ways to overcome this Injuries cause so much suffering and un housekeeping problem, depending upon the happiness that to eliminate them is one of nature of your yard, and the equipment in the most gratifying jobs a man could ask use, but It can be done. Of course, it will foTrJtk. 34 NAUTICAL CHARTS FOR SAFE NAVIGATION by H. ARNOLD KARO. Rear Admiral USCJtGS director. Coast and Geodetic survey. U. S. Dept, of Commerce, Washington, D. C. The Coast and Geodetic Survey of the United States Deportment of Commerce has nude an impressive record in promoting safety in marine navigation through signifi cant achievements in charting the coastal waters of the United States and its posses sions. The gnat progress achieved is im proving the means and methods of conduct ing surveys at sea and improving charting techniques, given the nautical chart its present high standard in precision and sci entific status. This basic product of the Bureau, to gether with related publications such as coast pilots, tide and current tables, and magnetic data for charting compass courses, provides an essential aid to safe navigation. Since 1844 we have issued about 34 mil lion copies of nautical charts. The total production for 1844, the first year, was only 169 copies. This rate increased steadily un til by the Civil War period total annual output reached more than 50,000 copies. By the turn of the century the volume of charts produced was raised to about 100,000 copies annually. Maximum production of over four million copies was achieved in 1945, in support of the war effort. The innial output of nautical charts r-w aver ages more than one million copies. This impressive record was achieved in addition to the tremendous volume of aero nautical charts now being produced--a max imum of about 44 million copies for the present year. Charting the vast coastline of the United States and Alaska, representing thousands of miles of tidal shoreline, is a challenging task. The U. S. Atlantic coast is over 28,000 statute miles. The Gulf coast is 17,000 miles, and the Pacific coast measures almost 8,000 miles. This seemingly endless zone of de marcation betseeu land and sea takes on even here a (Teater significance when the 54,000 statute miles of Alaskan shoreline are added. To survey this enormous stretch and por tray it cn charts so that land and offshore features including subsurface configurations are properly indicated, is no small under taking. A chart used by navigators is of maxi mum value only when it reflects completely reliable information. The great effort ex pended In producing a chart is not apparent in the finished product. The published chart represents thousands of man hours of careful work. This work can be accomplished only after a sast amount of technical data are ob tained by surveying ships supported by field parties engaged m geodetic, astronomic, gravity, tidal and magnetic observations. Both field and office activities represent never-ending labor that must be accom plished with a high degree of accuracy, often tinder adverse and trying conditions. The nautical chart is a graphic representa tion o*i which the mariner may see, almost at a glance, many details of terrain, harbors and navigational features essential to safe navigation of his craft. The nautical chart gives warning of hidden dangers and enables the mariner to navigate in safe channels. The sea is never at rest and there are no landmarks to which the mariner can read ily refer his position. The fate of a ship and the lives of the crew, therefore; depend entirely on nautical charts published by the Coast and Geodetic Survey. A small error in reporting a sounding could mean a costly accident--perhaps the loss of life. Yet every mariner has come to rely upon these charts implicitly and without question. Thus, the nautical chart is indispensable to the safety of maritime commerce. It is just as essential to the thip's equipment as are the engines or rud ders. The format and substance of nautical charts have come a long way since the days of the schooners and windjammers. In the early days charts consisted of an occasional sounding obtained with a hand lead and vague coastal features supplemented with 35 1957 National Safety Congress .'ketches of headlands and other landmarks. With the advent of modem shipping, new and more precise methods of recording the ocean bottom and adjacent coastal features became necessary. tered ones were economically feasible. Re corders connected with the sounding device provide a continuous profile of the ocean floor showing the ridges and depressions on a permanent visual graph. Many rub- The present nautical chart has been dc* veloped pursuant to that need. It is the ulti mate in professional cartographic accom plishment demonstrated by the accurate delineation of survey data together with the skill and accuracy with which such data are portrayed on the chan manuscript. merged features presenting great danger to navigation have been found by using echo sounding methods. The development of echo-sounding appa ratus for general maritime use introduced a new factor tn marine navigation. The navi gator can now utilize the charted depths The sea chan differs from a land map. Features on land are always seen and rec ognized. whereas at sea the grater part of features that are of vital importance to the navigator are hidden beneath the surface of (he water. The navigator must have com plete confidence in his chan for, unlike the user of the land map, he has no visible for fixing his position without stopping the ship and measuring the depth with a wire. This means that deep water submarine re lief has become important to the mariner in a very practical manner. Significant changes in the appearance and usefulness of the nautical dart were necessary to make use of this new wealth of survey data. means of checking the information it pro vides and upon which the safety of his ship depends. The nautical chan is a scientific instru ment that should be treated just like any other instrument that has been carefully made and precisely calibrated. Rigid and minute accuracy is thus the first of every chart The mariner must be furnished through his chan all information necessary for navigation but essential details must not be confused by including information not useful to the navigator and which would result in needless congestion. Despite all of this progress in surveying and charting, undiscovered submerged rocks, reefs and unnatural obstructions still caused groundings and shipwrecks. Although we were able with the echo-sounder to effect intensive developments of underwater areas, obstructions were still missed with conven tional hydrographic surveying techniques. It was therefore necessary that a safety tech nique be developed to detect the presence of small but dangerous submerged obstructions missed by regular depth sounding methods. WIRE DRAG METHOD All charted details must be expressed with the utmost clarity and in the simplest pos sible form. Nautical charts, therefore, em body carefully selected data expertly por trayed by an elaborate system of symbols and precisely located by a rigid system of control. Every chan is prepared with one paramount consideration -- to render the maximum possible service to the navigator in th* clearast^poasabl* manner. Until the advent of echo-sounding the mariner was afforded a minimum of sound ings and had only {united means of visual izing the configuration of the ocean floor while navigating over deep water. This old est of electronic surveying equipment is now oud almost exclusively by the Coast Geodetic Survey in determining water depths. Thousands of soundings are now obtained in areas where formerly only a few scat- To provide for this contingency the Coast and Geodetic Survey developed prior to World War I a unique method to supple ment the ordinary methods of sounding in areas where pinnacle rocks, boulders or coral reefs were likely to exist This appa ratus consists of an extended length of wire, sometimes a mile or more long, sup ported at an adjustable depth by floats and buoys. The wire will snag on any obstruc tion which extends above the depth to which it is set. Many dangers to navigation have been found by this method along the rocky coarts of California, Alaska, the Gulf of Maine, and elsewhere. The foeenoD of a hydrographic survey is to reveal hidden dangers. The function of the chart is to show them accurately. Once Ac obstructions are charted the navi gator is aware of their existence and can shape his course accordingly. In recent years the wire drag method has bees used effec 36 Maritime Industries tively in locating and darting many wrecks along our Atlantic seaboard resulting from enemy submarine warfares. The great advancements in navigation lave steadily increased the demands for more complete and exacting charts. Im proved techniques tn cartographic presenta tion, the great strides made in hydorgraphic surveying methods and equipment, and mod em advancements made in tithographic processes are reflected in the modem nauti cal chart of today. About two decades ago the Coast and Geodetic Survey introduced a new type of nautical chart on which depth curves were given special prominence. Experience indi cated that the most useful method of mak ing full use of the wealth of survey data now available was by means of contours. Bottom irregularities that could not be charted by soundings alooc were revealed by the system of depth curves which made use of all the soundings obtained on a modem hydrographic survey. This entirely new technique of nautical charting marked the first radical change in the cartographic treatment of the nautical chart since the introduction of lithography with the use of multicolors in chart pro duction. Prior to this time nautical darts were distinguished by many soundings and few depth curves. In contrast, the new charts are characterized by many depth curves and a minimum of soundings. The choice of depth curve intervals to insure the most value to the navigator is a factor always given careful consideration. The thoroughness of available surveys, the nature of the submarine relief, and the scale of the chart oner into this decision. Each depth curve appearing on a chart is equivalent to charting a continuous tine of soundings of any given depth. The more irregular the bottom, the more applicable it is within limits to depth curve navigation. Submarine topography is now disclosed in many areas comparable in magnitude and extent to some of the major topographic formations found on land. Depth curve navigation is especially ef fective in clearing dangerous headlands or foul areas during bad weather when risi bility is poor. By selecting a curve which would represent the minimum depth that a navigator would wish to cross, the echo sounding machine could be used in follow ing a selected curve, thereby keeping clear of the danger area. The increasing number of complex navi gational instruments and aids which are now considered necessary (or safe naviga tion sometimes cause considerable appre hension on the part of navigators. It should be made clear, however, that most of these new devices are worthwhile developments which make navigation easier and also safer, but certainly not simpler. Navigator* should never become so in volved in die intricacies of superxavigational devices as lo lose sight of the basic fundamentals of navigation. The qualified navigator need not be reminded of the im portance of accurate nautical charts, com plete in every detail, yet so simple in pres entation as to be easily understood. Modem nautical charts, when compiled from present-day base surveys, lave no parallel is the history of marine navigation. Regardless of how complex, automatic and seemingly infallible our modem navigational aids, systems and instruments are, the fact remains *ti* they are tied to the chart upon which they depend for their ultimate accu racy in use. Constant vigilance by navigators, using all the tools at their command, is essential in this modem age of high speed naviga tion. Any slackming of vigilance, including too great a dependence oo any single instru ment or method, nay place a vessel in jeopardy. The modem nautical chart is a superior product, a safety tool which, when used in its proper relationship with other aids, pro vides safe passage in marked as well as unmarftM waters. But charting is not static --changes are inevitable and must be taken ore of in any progressive charting pro{nun, Over the year* experience by the Bu reau ha* provided an unerring barometer to the of stability in our coastal area*. Forces of nature resulting in unnatural changes create problems of instability of shorelines, inlets and bottom areas apart from uncharted rocks and other submerged ohstroctioBS. Moreover, sea-going ships are made larger and speedier. Navigational aid* are continually being revised. New coastal structures and development* constantly cre ate new hazards. Safety of navigation de- 37 1957 National Safety Congress pend* upon accurate delineation of all these changes on the published chart. The objection of our charting program is to furnish the manner with charts which will show existing conditions at the time he is navigating the area covered by the chart. Therefore, new editions are printed at frequent intervals. Changes reported be* tween revisions are hand-corrected on the charts so that copies are correct when issued. Thus our nautical charts have been de signed and maintained by an intensive sys tem of revision so as to insure maximum usefulness of our coastal waters with the fullest measure of safety in manne navi gation. The Coast and Geodetic Survey is not alone in furthering the safety of marine navigation. Many other agencies play an important part in the overall safety pro gram covering our navigable waters. Special tribute is paid to the United States Coast Guard in this connection. This great organization has a long and most commend able record in safeguarding the waterways of the Nation. The establishment of naviga tional aids, the constant patrol and radio communications, search and rescue opera tions, and a notice to mariners provide an immense measure of security to maritime commerce. The expanse of activities earned on by the Corps of Engineers in the dredging, improvement, maintenance and regulation of waterway* is evident to all. Mention should also be made of the fine surveying and charting accomplished by the United States Lake Survey and the Mississippi River Commission. Both of these great organiza tions have specific responsibilities in pro moting safety and facilitating navigation on large segments of our national waterways. The United States Navy also has broad responsibility for the collection and prompt dissemination of critical information affect ing sea navigation. Daily broadcasts from Naval radio stations, and weekly notices published by the Navy Hydrographic Office provide services of inestimable value to navigators. In addition to providing this essential in formation on new dangers and shipping conditions, the Hydrographic Office has the major task of providing nautical chart* and other information of extensive foreign coastal and oceanic areas. The Weather Bureau issues storm warn ings and other Federal and State agencies, a* well as port users, furnish information of importance to the marine navigator and charting agencies. The responsibility of safeguarding the lives and property of both passengers and mariners navigating the waters under the jurisdiction of the United States is a great one indeed. This great and important mis sion is accepted with a deep sense of dedi cation to the public welfare by the engi neers and cartographer* of the Coast and Geodetic Survey. CURRENT DEVELOPMENTS IN INFLATABLE LIFERAFTS by COMMANDER JOSEPH W. NAAB JR. chief, production dept., U. S. Coast Guard, Curtis Bay. Md. Anything said about inflatable liferafts is a report on a recent development because they are so new. The lifeboat is only a little more than 100 year* old. The United States first required certain vessels to carry "long boats'' in 1838, and Great Britain, in 1834. 38 Since that time we have seen considerable improvement to ships, bur little change in lifeboat design except to add buoyancy tanks or blocks and in launching tirtnit* such as gravity davits, power winches and quick releasing gear. Maritime Industries Conservatism of mariners and ' ,-tion of the seafarer and the passenger- -cv the reasons for the changes. Once a law requiring certain tv,** of equipment is in effect, ship owners spend large sums to meet it* requirements. Ob viously, changing the type of equipment de manded by the law would be an uneconomic and highly unpopular move. World War II focused attention on life saving equipment because of the tremendous loss of life at sea. Figures from the British Admiralty show that more than 10Q.QQQ men of the Royal Navy died at sea. Two thirds were tost after abandoning ship safely, and about 35.QOO men died after they reached a lifeboat or liferaft. Our Navy did not lose as many men in the water as the British because the larger part of our effort was in die Pacific where conditions for survival were better. But even then, when the Cruiser Indianapolis was sunk by a Japanese submarine, more than 900 men who safely abandoned ship to good condition died in the three day* before rescue came, eves though weather and water conditions were almost ideal These figures showed the need for a re evaluation of lifesaving gear, particularly on combatant ships. During the War we used lifeboats, balsa rafts and so-called life nets on combatant ships. The same equipment was used in the Merchant Marine. AIRMEN USE RUBIER RAFTS While we were suffering frightful losses at sea, 26,000 Allied airmen were saved by inflatable liferafts. The success of inflatable craft directed the attention of the U, S. and British Navies to using similar raft* in place of traditional wood and metal boats and floats. Over a period of years, lifeboat require ments have been set down by necessity, cus tom or law: reliability, seaworthiness, capa bility of bong bunched under ail conditions, ease of boarding, resistance to damage, pro vision for shelter for survivors, capability of locomotion, provision for distress signals, and capability of being found. Reliability of inflatable liferafts caa be improved The Gvil Aeronautics Authority recently conducted test* with conuneraaJ airplane rafts and 10 per cent of the rafts failed completely while 90 per cent had some deficiency. This is partly because the speci fications for these raft* do not require per formance tests for acceptance. In Great Britain, to be accepted, a newly designed raft must be moored two weeks to a buoy in the North Sea with a full load of sand bags, as well as other tests. One difficult problem was developing a satisfactory inflation system. All rafts now use carbon dioxide gas. In most case* this U satisfactory, but in cold weather inflation may be extrenely slow. Raft manufacturers and other companies are developing a better system. One new system use* the jet or injector principle in which a small quantity of high pressure air is expanded through a nozzle at high velocity, entrapping targe amounts of atmospheric air with it, and inflating the raft to its designed pressure of 2 psi in seconds. The obvious disadvan tage is if the injector is underwater when actuated. Reliability is improving by greater atten tion to details of manufacturing, including better cementing or vulcanizing of seams, tighter and stronger materials, and more ngid inspection and testing at the factory. Part of the answer to insuring reliability after manufacture is periodic inspection. The CAA requires airlines to inspect rafts iPider a prescribed procedure every six months. If liferafts are used in large num bers, a similar inspection by highly trained technicians is necessary*. The seaworthiness of the inflated rafts is astounding. The record voyage was made by three airmen in the Caribbean who sur vived tit a rubber raft 139 day* before res cue. RAFT EAST TO LAUNCH In ability to launch, the liferaft has no equal because it can be rolled, carried, or thrown over the side and inflated in the water. A 20-man liferaft with all equip ment weighs 300 pounds in stowage case, or about 15 pounds per man. In favorable conditions one man roll this raft over the side. Even under unfavorable conditions, three or four men can launch such a raft without difficulty. Smaller rafts of six and 13 man capacity weigh about 120 pounds and 300 pounds. In the ease of the steam trawler St. Ctlestin, which collided May 1936, the 39 195T National Safety Compress ship sank so fast the men didn't have time to put on their life jackets, but they safely launched their liferaft*. Liferafts are easy to jump into, and even to get into from the water. However, if survivors must swim in very cold water, or are impeded by life jackets or clothing, or are feeble or injured, it may be diffi cult to get in, even with the boarding lad ders provided. The recent development of a boarding ramp has cased this problem some what Getting passengers aboard raft* from targe ships with <60 feet of freeboard or more is a particularly knotty problem. The solution appears to be ladders, or some sort of power lift such as *he one recently patented by a Coast Guard officer. The liferaft has good resistance to dam age, as in the case of the Gudrun, Because of its resilience and tough fabric it can lie alongside a ship and withstand battering that would sink a rigid lifeboat. On the other hand, it is vulnerable to sharp projections and stowage deteriorating from creases in folding, heat, oil and sunlight. However, a new fibreglass re-enforced plastic case improves stowage conditions. Rafts have a number of separate buoyancy chambers, so that a puncture in one will not sink it In addition, the low pressure makes small leaks easy to control with the hand pump, mechanical leak stoppers and temporary repair kits that are part of the raft's equipment. RAFT SHELTER FOR SURVIVORS The provision of shelter for survivors is one of the most important considerations. Surprisingly enough, the inflatable raft does this better than open, rigid boats. All newer rafts have canopies, automatically erected when the raft inflates. Another feature may lie a manually inflated rubber mattress-type floor to insulate the bottom. Hie latest model U- S. Navy raft has an entrance, which can be dosed with a draw-string. There is an identical opening on the other end, and boarding ladders. A similar raft was tested m Newfoundland by having ten volunteers, wearing life jackets and outfits from dungarees to heavy parkas, jump over the side of a vessel into 34*F water and swim 25 feet to the raft. Then, without any heat except from their bodies, they stayed there five days. The average air tempera ture outside the raft was about 40*F but inside the raft it dropped below 70*F only briefly on two occasions. For locomotion, the inflatable liferaft may have paddles, but even then it is difficult to move in any direction except down wind. However, with modem communication and airplane searches, it may be an actual ad vantage (o remain in the vicinity of the disaster. If a good pcsitioo is given with the distress call, and a number of rafts are in the vicinity, rescue is almost certain because their drift can be estimated. If the liferafts are propelled they are likely to be separated within a few days, and since their courses would be unpredictable, the search problem is intensified. To send out distress signals, some life boats are equipped with radio. Some inflat able rafts are also, although the increased weight, expense and difficulty of main tenance have discouraged their use in com mercial models. With transistors and new batteries, however, a two-pound two-way radio is available. In addition, the Armed Forces are developing a crash locator ba con, which is ejected automatically and sounds a radio call continuously for many hours. As with boats, liferafts are equipped with pyrotechnic signals. Any other features that will help find survivors are desirable. It is difficult to see a small boat or raft from a ship in any seaway, and even more difficult from an airplane. Radar Has cased this difficulty, but not eliminated it Because they are larger and of solid material, boats give bet ter radar response than do inflatable life- rafts. However, this disadvantage can be overcome by using highly efficient metallized cloth, some of which is now incorporated in the canopies of the latest U. S. Navy rafts. Fluorescent dyes make rafts easier lo find. A raft with a canopy of the best of these colors can be seen three or four times as far as the conventional one. In addition to the standard rafts there are a number of special designs. One is the Arctic Shelter type. By using special mate rials, air spaces for insulation and special provisions for ventilation, this shelter can keep 20 people warm even under Arctic conditions. It is not yet in production. The Navy has a special one-man life raft to rescue men who fall overboard. It 40 Maritime Industries is ejected from its container and inflate* automatically while flying through the air. The arch above the man's head has the metallized doth radar reflector material, and a light activated on contact with the water. The Air Force has one-man rafts for pilots, and it is working toward a parachute, liferaft and survival kit, all In one compact package which is ejected with the pilot The Coast Guard is working on a large raft to take people off sinking ships os ditched aircraft, and rugged enough to be a fender and landing platform for boats coming alongside the ship with survivors in rough weather. This raft is a self-bailer, because it is completely reversible, with the deck between the two supporting tubes. Even with a full load of passengers, break ing seas will drain out of the raft In calm weather, the drains, which are reversible sleeves' of the same rubberized cloth as the raft, may be closed to keep water out. What are the prospects for increased use of inflatable liferafts? Obviously, because of weight and spare requirements, the air lines will continue to use them. For these same reasons, and others, the U. S Navy and the U. S. Coast Guard have adopted inflatable liferafts to replace all other types of floats and rafts. In Great Britain, since October 1956 all fishing vessels 50 to 145 feet long are required to carry one or two inflatable rafts. Inflatable liferafts are also required on cross-channel passenger ships, cargo ship* on coastal and short inicmtioral voyages, ocean-going tugs and other small craft In general, every category except large vessels on international voyages ts required to replace the present buoyant apparatus with liferafts. Vessels oo international voy ages are excluded because they have regula tions for life saving equipment set up by the International Convention for the Safety of Life at Sea. The Coovcutioo forbids using devices dependent on inflation by either air or gas as mandatory equipment on the various types of vessels. Liferafts may be carried in addition to the required equip ment, however. Recent reports say the British Govern ment has agreed with the Scandinavian countries, and other European countries to change the Convention to use inflatable life raft* in lieu of the present buoyant ap paratus and possibly to replace some life boats, even on passenger vessels on inter national voyages. RAFTS MAy REFLACE UFEtOATS The United States, as one of the signatory nations to the Convention, is precluded from approving inflatable liferafts on vessels in international trade. In addition, the United States Revised Statutes 4488, which lists the required "lifesaving Appliances on Ocean, Lake, Bays and Sound Steamers and For eign Vessels" specifically states "Ntf boat may be approved, the buoyancy of which depends upon the previous adjustment of one of the principle pans of the hull." Therefore, unless the law is changed, in flatable liferafts may not be substituted for lifeboats on United States vessels required to have them. The Coast Gtmrd is studying this prob lem with the other agencies affected It may be tome time before a decision is reached as to whether or not a recommendation by the United State* for a change in the Conven tion should be made; or a recommendation to Congress for a change in R.S. 4488. The use of the inflatable liferaft is be coming more widespread, and will increase as its reliability is increased and its cost reduced. It is already replacing the older type balsa and Carley rafts in many coun tries. One ought be tempted to say that the inflatable liferaft will never replace the life boat entirely--but in this changing wo. Id "never" ia a risky word, dh 41 RADAR PLOTTING ON MERCHANT SHIPS by LOUIS M. THAYER, JR. United States Coast Guard, Washington, D. C The collision between the Swedish motor A scries oi readings on a buoy of known teasel Stockholm and the Italian steamer position, and then plotted in this maimer, Andrea Dona, in July 1956, awakened peo will result in a RML. Any target plotted ple both in and out of the marine industry in this manner will show relative movement, to the fact that radar in operation aboard regardless of whether it is stopped or mov ship is not necessarily a means for prevent ing. ing disaster. The public is now aware that unless proper use is made of the information radar provides, the equipment is of little use for averting collision. The Andrea Doria-Stockholm collision would hare been prevented if the information provided by radar had been properly used. The relative movement line of a target is the course the target seems to be on; that ts. if you are headed directly toward a buoy, and make a plot of readings takes on the buoy, a RML wilt develop: the buoy will seem to be on a course opposite to yours. It is the purpose of this paper to discuss the information radar provides, and to illus trate how to use it properly. In this discus sion radar is a navigational aid--perhaps the most useful aid to safety of navigation ever devised--from which the direction and dis tance of an object are obtained. A pip is a bright spot which appears on the radar screen when an object is within range of the instrument; and a radar Read PLOTTING CHART Likewise if you make such a plot on a moving target, the resultant RML will be the course the target seems to be on; and if there is danger of collision with this tar get, requiring you to maneuver to avoid her, it will do you little good to know the course she seems to be on: you must know her actual course, and her true speed. True course and speed of a target are obtained ing is the bearing and range of the object at a given time. The Object is called a target, regardless of its true identity. Bearings may be cither relative or true and ranges are in nautical miles and tenths. You are in charge of the bridge in a ship which is underway with way on. from a plot. If you plot and interpret radar information accurately, you are making proper use of it For the purpose of illustration, assume you are underway on course 000 true at speed 15 knots. You make radar contact, and take the readings which arc recorded radar readings in the upper iefthand comer of the dia The information which radar provides Is gram. Proceed to plot as follows: the instantaneous value of the bearing and (Editor's note: Readings are plotted on a range of a target. Since you are underway standard maneuvering board. Referring and moving, it is immediately apparent that to the description tvhteh failows, point e each new reading on a target must be dif is the center of the diagram; point g it ferent from the last one (unless the target seven and one half spaces along the 0 happen^to be on exactly your course at pre meridian; point 1100 is at 012 on the circle cisely your speed--a most unlikely possi marked 10; points 03 and 06 are marked bility). What does this mean? at actual bearing points of the pips; point Suppose that you should make a point with a grease pencil, directly on the screen, indicating the position of the pip each time it appears. If you then draw a line through this series of points, you will be making a a is the end of the line faired through the three points above extended to any Point m the lower part of the circle. Line ex is drawn perpendicular to RML from Point e la a point, x, on RilL.) trace of the Relative Movement Line I. The first line you draw is one to rep (RML) of the target, and not its true resent your own true course and speed. It course. is the line eg. The direction is 000. If you 42 Maritime Industries assume that one space between circles is equal to a speed of 2 knots (two nautical mph), then 7J4 spaces equal 15 knots. 2. You then plot the readings: the first one, taken at 1100. was at bearing 012, range 10 mites. If you assume that one space is equal to a distance of one nautial mile, this reading wilt plot on the circle marked 10, at baring 012. Label it 1100. The other two points, taken three and six minutes later, are labelled 03 and 06, respectively. A line faired carefully through the three points, and extended is the line 1100--a. As before, this is the Relative Movement Line. j. Measure the distance between the first and third points: it is 1-2 miles. The target has moved 1-2 miles in six minutes; or, her speed along this RML--her Relative Speed --it 12 knot*. 4. From g, lay down a line parallel to RML, and in the same direction. Make it long enough to represent the target's relative speed: six spaces equal 12 knots. Label the extremity of the line m. 5. Connect r and m with a straight line. This line, cm, represents two things: by its direction, it is target's true course, 3U; and by its length. 2J6 spaces, it is target's true speed, 5.6 knots. 6. Note the line ex. It is drawn perpen dicular to RML. The point x is 1 4 spaces from you. and it is the closest point of ap proach of the target (CPA). In other words, when the target bears 290 degrees, she will be at her closest approach--1,4 miles. HOW TO CHART This is the plot. From first contact to its completion you should have used no more than 10 minutes, at which time the range would still be eight miles. You know now that the target is on your starboard bow; that she is on a northwesterly heading, at about 5.6 knots; that when she is dead ahead of you she will be four miles distant; and that when she bears 290 she will be 1.4 miles distant. You check her progress, at convenient time intervals, and plot the readings. If they fail along RML, you know that there has been no change in target course or speed. If they do not fall along RML, you will know immediately of such a change, a glance at the plot will show you bow the new RML U developing, and new course and speed can be calculated. Suppose your master has left standing orders that you should never permit your vessel to come closer than three miles to another when you are underway at sea. If you decide to change course to comply with these orders when the range drops to seven miles, your new course, at IS knots, is found quickly, provided you have already solved for target course and speed. It is 013; and CPA is three miles oo bearing 304 true. RECHARTING IN 10 MIN. The entire time elapsed during recording the first few radar readings, and then con structing any plot should never be more than 10 minutes. Only three or four minutes of this time are used consecutively during the actual drawing of the RML and tri angle. Of the other six or seven minutes, perhaps two minutes are used in taking readings and recording them; and the rest of the time the officer on the bridge can be away from his radar and plot, if other duties require his attention. Is this too long? Does the process re quire that you spend too much time away from the ordinary duties expected of you? f think not. If there is another vessel in your immediate vicinity, it may be that your most important duty is to see that you dear her. What of additional readings, as a check of the progress of the target? They should be taken, and plotted; but to take a reading and then plot a point along a RML require only a few seconds. If you should then find it necessary to make a change, you may do so, with full informa tion. Almost all ships in the merchant service today, and a great many other types of ves sels, are equipped with radar. There is ample evidence to support the claim that if radar is properly used, it can do much to reduce the risk of collisioo to a minimum. A logical question is then, has there been a reduettoa in the number of collisions Jice the general installation of radar beginning about 10 years ago? This is a difficult ques tion to answer. However, MSTS Magazine in the January 1957 Issue, carried the fol lowing revealing data: Aa average of nearly three ships a day collide. Lloyds of London lists 6,110 ships involved in collisions in the last 43 19.V National Safety Congress .Uarilime Industries 6 years--more than 1.000 a year. This listing does not include collisions involv ing ships of less than 500 gross terns. Nor does the figure include collisions in inland waters. Last year in U. S. coastal waters and harbors alone trtore than S00 collisions occurred! This shocking statistic from the records of the Merchant Vessel In spection Division at U. S. Coast Guard Headquarters excludes ferry baits, tow ing vessels, fishing craft, foreign reg istry ships and small craft Some of these collisions occurred In fog; others, in clear weather. Sane took place in confined water; others, in open sea. It is my personal opinion, based upon ex perience over the last ten years, that the vast majority of officers do not make proper use of radar to avert collision. There is widespread conviction among our officers that plotting such aa this U not practical, that it consumes too much of the officers' the maneuvering board for at least two reasons: greater accuracy is gained, and It is a lasting record of your plot, to be used, to demonstrate before a hearing how and why* you altered course and speed. Some officers claim they use a method not involving relative movement If this procedure is used, you lay down your true course on an ordinary plotting sheet and step off your positions along this track line to indicate where you were when you took your readings. You then plot points to in dicate where, with respect to each of your advanced positions, the target was when you took the readings. A line faired through the points so plotted will be the target's true course. You can then calculate her true speed by using dis tance sailed along true course during re corded time intervals. You can also discover changes in course and speed. But this method is not recommended. U is too long and involved, requiring great care and ac curacy. any vessel involved in a collision is at iault if she is equipped with radar and ts not making proper use of it; that is, unless the officer on watch is making proper interpre tation of the information his radar prorides, the vessel is at fault! New types of equipment are now in use, and others are being developed and/or evaluated. The Decca company, a British concern, has a type on the market known as True Motion Radar. American companies are in the process of evaluating models of equipment of die same general type. These equipments trill show the mariner his own true motion and also the true motion of targets within range; Stopped targets are recognized at once as being motionless, and thus the mariner has a sort of bird's eye view of his immedi ate surroundings. So plotting is necessary with th>$ gear. The equipment is not in general use at this time. It mav become the answer to our current problem when more ships install it. In the meantime, deck officers must learn to plot. More important, they must make complete plots if they are to rely on radar for the purpose of averting collision. If they do not, they are permitting themselves to be trapped into a frightening sense of false security. Properly used, radar should build a reassuring seme of true security; but improperly used, it can do more harm than good. No deck officer would think of failing to work out a sir-fit after he has taken an observation with a sextant. His observation ts of no value; but his line of position is. Why then should the same man fall to make a plot of radar information ? A series of unplotted readings is of little value; but a proper plot is invaluable. Such a plot oo the bridge of both Stockholm and Andrea Doria would have saved lives, anguish--and vast amounts of money and property. Remember, many accidents have hap pened because the officer was too _busy to plot, but none, of which T have any knowl edge. has occurred because the officer was too busy plotting^^ time, and that, if tbe target changes course, An officer who makes such a plot is in the plot becomes useless. deed spending too much of his time away I I do not concur in these objections. I have talked to a great many officers about this subject, and have taught some; They agree that plotting is desirable, and that it is not too difficult. But I repeat, my ex perience is that the vast majority of them do not plot. Why? I think the reason is that they do not fully understand how easy it is, in spite of the fact that an instruction diagram looks complicated. They shy away from it because they* are not proficient in its use. Some carry tbe plot only so far as to draw in the RAIL. If this tine indicates that the vessels will clear satisfactorily, no further information is derived This is better than nothing, but my objection is that unless the plot is devel oped further, the officer cannot determine whether the target is approaching, crossing, or being overtaken, under certain conditions. DIRECT PLOT USED Some officers make what is known as a direct plot: that is. they make the plot di rectly over the screen, using grease pencil and some built-in features of certain types of equipment There is no objection to this from other duties, because if he develops this plot far enough to be of real value, he has little time for anything else while there is a target in range. It is somewhat like using addition rather than multiplica tion to arrive at the answer to the problem 10 times 12. U. 1 REQUIRES PLOTTING If I am correct in my opinion that most officers do not plot, we arc permitting a dangerous practice to survive. Are we do ing anything about it? The United States is doing something; we are requiring that any applicant for an original license in the merchant marine must demonstrate his abil ity to plot; and we are also requiring the same sort of denonstrxtion of any officer who desires to raise tbe grade of his li cense. Great Britain is requiring something more: after the Andrea Dona accident, tbe United Kingdom took action to increase tbe re quirement for a deck office's license to in clude tbe submission of a certificate of pro ficiency as a radar observer. Tbe courts of Great Britain. Canada, and THE NEW NUCLEAR--EQUIPPED. GUIDED MISSILE NAVY by VICE ADMIRAL J. M. WILL. USN commander, Military Sea Transportation Service, Dept, of the Navy, Washington, D. C There was a time when sailors who wanted to retire would say that they would begin to walk with an oar over their shoulder and. if someone asked, "What is that?" then they would settle down in that particular place. It is no longer even pos sible to joke that way because the S*%y has become an integral part of your defense, a xteable customer of your products, and a patron of your researdt. 1 know safety is a theme that needs to be founded in these remarks. First, I want to ralk briefly about safety on an operational level, and then about safety m terms of national defense. tton to answer quickly. They are often the first <hips there. We are proud of the "Dis tinguished Sea Rescue Award" that the USNS FREEMAN received from the American Merchant Marine Institute and the Marine Section of the National Safety Council. MOST DANGEROUS INDUSTRY The National Safety Council now rates the maritime industry as the most hazardous industry in America today. Avoidance of hazards becomes a matter of economics as well as one of humanity, for every good administrator knows that he saves money when he succeeds in haring a good safety method. The same principle is used, and the United States have added stimulus to We are proud of the tact that when an record. MSTS feels that it is responsible the same results oo be obtained, i prefer the need for plotting: they have found that SOS goes out. MSTS ships are in a posi- to its customers, the military sendees, for 44 45 19$7 tXaliortal Safely Congress Maritime Industries economical operations. We pass on our over* all savings to the military services and eventually to the taxpayer. Therefore, we feel that it is important to us that our operation be as safe as we can make it. In 1956, you recall. 12 com mercial companiescompeted for the Na tional Safety Council's Marine Section Safety Award First place was awarded to a commercial line with an accident fre quency of 53d for each million crew manday* worked. Although MSTS could not he included in the conte*t category, we were proud nt <ur over-alt accident frequency rate tor 1956 of JJ*6, While the national accident rate average iv declining, accident cost*, are increasing. For instance, in naval aviation, even though the accident rate has decreased, the com oi major accidents in aircraft damage alone ha* increased from $150,000 per accident in 1956 to $272.0000 in 1957. Only persistent itunlkn to two factor*, personnel and ma terial. can re&jce accidents. A* equipment becomes more complex, the -electi<>n and training of personnel becomes a critical consideration. The advent of nuclear (lower on merchant ships will pre sent operators with the same problems of training and retaining qualified men that the Navy now faces. Management must con tinue to promote safety consciousness with new developments. Of course, the improve ment of equipment is a primary considera tion. We need to devise systems to reduce accidents, and then to find (he money to install those systems. Let us talk now about safety at the level of national safety. SEA STRENGTH THREATS I am not simply stretching a point: I believe safety is a matter of avoiding risks and being prepared to cope with emergencies and i think that "The Nudear-Equipped, Guided Missile Navy" does just that I was asked to present to you a closer look at the new nuclear-powered, guided missile Navy which will give our nation a margin of safety. We know the necessity of build ing up our defense capabilities because we know the threat to our sea control has be come more and more evident Let me em phasize this with some examples. Consider for a moment the relative sizes of the submarine fleet of Hitler's 57 sub marines at the start of World War II com pared to that of Russia's present 475 sub marines. We remember the disastrous result of our early inability to cope with the sub marine menace to shipping tn World War 11. During the year 1942. the United States and her allies lost 1.144 ships, and a total of more than eight million gross tons were sunk. During this time only 106 German and Italian submarine* were destroyed. It i the Navs's primary responsibility to give merchant ship* nfe passage. We must be prepared to meet this real sea threat. Another example of this growing sea threat occurred not too long ago. Television carried the newsreel picture of the Soviet cruisers steaming throogh the Suez Canal. The Russians are aware of what they have termed "gtaiboat diplomacy'.'* This was an inconsequential ship movement, but it it symbolic of a total picture in which we And ourselves pitted against the rapidly growing sea power of Russia. INSURE CRUCIAL TRADE Our strength and the strength of the free world allies ultimately rests in our use of the sea lanes. Every day more than 2,000 merchant ship* steam the North Atlantic sea lanes. The Navy must he ready to pro tect this shipping, for our real power lies in this maritime capability. One of the strengths of our peacetime economy--a cold war strength--rests in our celling four billion dollars more than we purchase. During peacetime, our standard ftf living i maintained by this trade, and during a war this trade become* critical to our industries. Of our leading imports. 66 are considered of strategic importance. It is significant that there are only a handful of these imports in which we can be self-suffi cient. In a very real sense we are a "have not" nation--dependent upon vital imports. Of course, our allies are definitely depend ent upon us. It is a necessity then (or our economy and for our national defense that we control the sea lanes: Sea power insures that sea control. Sea power, the naval ca pability, and tite merchant ship delivery ability, wilt deter and may prevent war. In understanding naval sea power, how* ever, it is important that we do not think in terms of matching Russia ship for ship. 46 It Is estimated that she now* has 2,700 ships, of which a good many are ships of the line. This exceeds our Navy in number, but not in striking potential. Our new Navy is built ott a concept of mobility: Mobility on the *ea. under the sea. and in the air--a mobilily which extends vastly the range of our effectiveness by the uieof high speed nuclear propulsion, guided missiles and supersonic ; aircraft Recently, for instance, aircraft of a ear ner on the west coast flew non-stop to a carrier on the east coast And. not tong ago. this same type Navy plane crossed the L'nitcd States in three hours and 23 minutes to break the speed record. The mobility of the new Navy is a part <>f our strategic concept that we need to be capable of applying appropriate force, con trolled in degree, to precise targets rather than be capable of delivering mass annihila tion. Too often are structure our thinking to the concept of all-out nuclear war. The feeling that limited wars are a thing of the past is not Justified for instance by the ex perience of the limited war? in Korea and Suez. Nor Is it justified theoretically: Mr. Murray of the Joint Committee on Atomic Energy summed it all up very well when lie said; "The alternative to limited war is moral indignation, but whatever its value, moral indignation is not an ade quate instrument to insure the success f the American mandate over the Communist mandate." NEED ALL ARMED BRANCHES Our defense must not be limited to one strategy, one weapon, or one service. Our national safety necessitates that we guard against the "all eggs in one basket" idea. \Ve need all "four services"--the Army, Navy. Air Force and the Merchant Marine. No one of them has the ultimate weapon, nor the ultimate answer. To discharge the Navy's responsibility in defense, we must have a versatile fleet one that is mobile and packs a real punch. Let's look now at the Navy's plan* for a mobile fleet. These plan* are centered around the fast carrier task force*. At the center of this (ask force t* the attack car rier. The Navy plans to begin building one of these nuclear-propelled carriers ta 1958. and it is contemplated that five more will eventually be built. By 1965, then, with the conversions ot existing conventionally-powered aircraft car riers, and the addition of new ones already authorized, we will have 15 aircraft carriers, of which six are programmed to be nuclearpowered carriers, and the others will be the big FORRESTAL type, capable of handling the present heavy aircraft. The costs of a conventional aircraft carrier and a nuclearpropelled one arc comparatively equal at about 350 million dollars--equal if you con sider that the conventional earner necessi tates the cost of operation and maintenance of an oiler. What do we gam with this nuclear-pro pulsion? Speed, endurance, and safety. The Sight deck has been redesigned without the stacks; without these vulnerable uptake*, the air-tightness against fallout i improved and we are independent of a critical oil `supply. These arc among >ome of the advantages m addition to the tremendous mobility gained in being able to *tcam at full power tor an extended period of time. PLANNED FOR '*1 Now, out m our disposition around the carrier center are our guided missile cruis er*. By 1961, we will have 12 of them, one of which will be new construction and the others will be conversions. The armament on these ships reflects the fact that World War II guns simply cannot combat the air craft of today. The Navy's research and development in rocket* and missiles goes far back in time, but it has been only within the last two years that production and in stallation liave been made possible. Even now*, some of the types of missiles are not in a production status. These cruisers are big enough tor the TALOS missile. Some of these cruisers will have TALOS twin launchers fore and aft. The TALOS is one of the five differ ent missiles which are now operational, it can use either high explosive or nuclear warhead* againM ship* or 4wrt tw-c* a* well as against high-speed aircraft and uther missiles. It is nxwvkfri a surface-toair missile and can deliver tr> any altitude that airplane* fix. Powered by a ramjet engine of 30 inebe* m liamewr. it ha* a velocity several own the *9ced of sound. <7 195* Xalionaf Safety Congress Beyond the cruisers in our task force ring--dispersed at long distances because of the nuclear bomb threat--are the new frig ates. The frigate is larger and faster than a destroyer and it has a longer operating range. It is about two-thirds the size of a World War II cruiser. There will be 10 of them completed By 1959; eight more air planned for 1962 at which tune we will have a force of 13 frigates equipped with the TERRIER guided missile. The TERRIER is smaller than the T.VLOS--it was a preliminary development to the TALOS and was so good, it was kept. It is 15 feet tong and weighs about 1,100 pounds. Now you all have heard of the missile cruisers, the BOSTON and the CANBERRA, and the destroyer GYATT. They are now operationally carrying the TERRIER. The frigates will be equipped with twin TERRIER launchers fore and ait. With long-range radar and long-range tonar, these ships become part of the andsubmarine defense, as well as the anti aircraft defense. TARTAR--NEWEST The destroyers in the carrier screen will be earning a smaller missile called the TARTAR. The TARTAR, which is still highly classified, is the newest and smallest of the surface-to-air missiles and is being installed in guided missile destroyers under the 1957-1958 conversion program. The REGULUS I is a 30-foot sweptwing pilotless aircraft capable of delivering everything from an atomic punch to pho tographic reconnaissance. It is operational in the fleet. The REGULUS It, its succes sor, is longer ranged and it supersonic. It has undergone extensive tests and will soon be operational in the fleet. Time does not permit a complete rundown on the shipbuilding plans of the Navi, but I know you are all interested in the sub marine planning. So much has been said of the "NAUTILUS that it need not be re peated here. The SEAWOLF, of course, with a different nuclear coolant, had diffi culties with leaks. I understand that it is limited to 80 per cent of its capacity and that the sodium coolant system will not be used in future plants, The Navy plans to build three guided missile nuclear-powered submarines which will carry the REGULUS II weapon. By December 1961, it is expected that we will have four nuclear-propelled and four con ventionally-propelled guided missile subma rines. These submarines will have four tor pedo tubes in addition to the REGULUS II. By 1961, too, w-e plan on having 15 nudear-powered submarines which are de signed for destruction of ships and other submarines. They will follow the plan oi the NAUTILUS, incorporating what has been learned to increase speed and save on weight. In addition to the major missiles in the fleet arsenal, we have the SIDEWINDER, the SPARROW, and the PETREL carried by our aircraft. They are all air to air missiles. FLEET 1ALU5T1C MISSILE Of special importance in the future will be the fleet ballistic missile, the POLARIS. Essentially, a ballistic missile is a space missile. It gets only an initial guidance, and thereafter It follows a predetermined trajectory* path above the atmosphere in free space. The guided missile, oo the other hand, has a mechanism which homes onto the target. The ballistic missile must be tired at a fixed target whose geographical location is known. For this reason, the ballisric missile can not very well be fired at a ship or task force underway. It can be fired, however, from a ship against a fixed land target, and we have already commissioned a ship to secure the data from tests and evaluations neces sary tor effective firing. The fleet ballistic missile expands our range of firepower: wc can lob nuclear warheads 1,500 miles, effec tively demolishing the source of the enemy's sc*power strength. With the Navy's car riers and submarines we do not need an intercontinental ballistic missile. The Navy consistently emphasizes that its role is the control of the seas, not the stra tegic destruction of inland targets. But you can readily see that such a weapon whose base does not depend on the use of bod in foreign countries, and whose location cannot be determined, actually extend* our total capability for sea control. Let me draw together here some salient points. First, Russia has been a political, economic, and moral threat to the United States for a very tong time: recently, she has become a mighty military threat and \ttirti:me Industries even more recently, she las become a threat to our sea power: We must be able to move merchant ships when and where we please, tih for our peacetime economy and in a wartime situation. USE NAVY FOR DEFENSE We must be ready to utilize our Navy not only as a sea lane protector, but as a siege weapon during wartime to prevent the enemy from utilizing his harbors, his shipbuilding facilities, and his exits to the sea. We must have a force which can move rapidly, which is sufficiently mobile to cover strategic areas to deter wars, not with the threat of nuclear annihilation, but w-ith the threat of limited and controlled force. In order to play it safe, we have planned for 1958 the building of 19 new ships and are converting five existing naval ships as well as converting seven merchant ships. Our building program includes carriers. cruisers, frigates, destroyers, submarines, amphibious assault ships for helicopter plat forms, ocean radar station ships, and a sur vey ship to get precise data for ballistic missile launching. We must face the fact that defense does cost. Defense has always been a major item in any nation's budget. Not only are we faced with rising labor costs and rising material costs, but we are faced with (he tremendous expense of this new equipment. Personally, I feel that security is worth paying for. but 1 know that we must face these growing costs with a determination to find ways to reduce all nooessenttal expend itures, We must work diligently to improve the quality of our weapons. We must con tinue to do uur utmost to attract and retain men of high quality. I am confident that the nuclear powered Navy armed with guided missiles, even though costly, is eco nomical for it helps to insure our security.^ 49 OFFICERS OF THE MARINE SECTION NATIONAL SAFETY COUNCIL 1957-58 Central Chairman--l*. H. QUACKEXBUSH, vice president. States Marine Corp., New York, X. Y. Execnlkx Central Chairman--CARL F, VANDER CLUTE, general manager, Marine dept.. Gulf Oil Corp. New York, X. Y. I'ict General Chairmen (Atlantic Area)--JOSEPH S. BLACKETT, general operation manager Grace Line, Near York, X. Y.; W. X. DAMOXTE, vice president ft manager. Marine dept. Sinclair Refining Ox. New York, X, Y.; R. K. KELLY, manager. Transportation dept-. Eastern division. Tidewater Oil Co. New York, X. Y.; J. V. C. MALCOLMSOX. general manager. Marine dept-. The Texas co,, New York, X. Y.; HAROLD W. XORTHCLTT. manager, Staten Island Yard. Bethlehem Steel Co-, Staten Island. X. Y.: ROBERT E. O'BRIEN, vice president. Operations. Moore* McCormack Line-*. Inc. New York. X. V,; ROBERT ), TARR, operating manager, Liickenhach S, S. Co. Brookfvn, X. Y.; PARKER WISE, general manager. Marine Transportation dept. Socony Mobil Oil Co. New York, X, Y, t^ice General Chairman (Golf Area}--C,EORCE GRISWOLD. vice president. Gulf ft So. S. S. co. New Orleans. La. Viet General Chairmen (Pacific Area)--CAPT, T. C. CQNWELL, vice president. Ship Operations, American President Lines. San Francisco. Calif.; A. E. ICIHX, president, California Shipping co. San Francisco. Calif,; RANDOLPH SEVIER, president, Matson Navigation co, San FrraeUeo. Calif. Vice Generat Chairmen (Great Lakes .-Iren)--DAVID L. BUCHANAN. Director, Claims division, Pittsburgh S.S. division. L\ S. Steel corp. Ckrdud. Ohio.; JOHN L. HORTON, assistant manager. Marine dept. Cleveland Cliffs Iron co. Cleveland. Ohio.; REAR ADMIRAL CHARLES ft, KHOURY. L'SNR. presdent. Pittsburgh S.S division, U. S. Steel corp, Cleveland, Ohio. Vice General Chairmen (lnltt-4 Watencayt)--Operations--F A. MECHLIXG, vice presi dent, A. L. Mechling Ba a Lines. Joliet. IlL iSfembership---WILLIAM C. McNEAL, vice president, 0:1 Transport co. New Orleans. La. Vice General Chairmen (Passenger and Cargo Service*}--L. 5, ANDREWS, vice presi dent. American Export Lines. New York N. Y`. :CAPT. L. A. REXEHAX. marine superintendent, Farrell Lines, New York. X. Y. Vice General Chairmen (Tankers)--CHARLES L. BOYLE, manager. Marine Dept. Sun Oil co. Marcus Hook. Pa.; ADOLPH B. KL'RZ. vice president. Keystone Ship ping co., Philadelphia, Pa.: !/ice General Chairman (Stevedoring)--G. H. E BUXTOX. director. Safety Bureau. New York Shipping Asm. New York. X. Y. Vice General Chairman fCoastal Regime and InumatijmA Safety Conventions}--VICK ADM. ALFRED C RICHMOND. Cnd. IT. S. Cease Guard. Washington, D. C. Chairman, Nominating Committee--WILLARD F. JONES. New York, N. Y. Secretary (Admiralty and 1/ariftW ComnoetorJ--HENRY' C. EIDENBACH, Hagen ft Eidcnbach, New York. X. Y. 5! Advisory Committee (Past General Chairmen)---REAR ADMIRAL EDWARD C- HOL DEN, JR., USNR (Chairman), president. United States P. & I. Agency, Imu, New York, N. Y,; CAPT. JONES F. DEVLIN, JJL, general manager. United States Line*. New York, Nf. Y.; JOHN D. ROGERS, exec, vice president, Esso Shipping co_ New York, N. Y.; HARRY X. KELLY, president, Delia Line, Mississippi Shipping x. New Orleans, I-*.; JOHN G, PEW, JRTM vice president* Son Shipping 4 Drydock co, Chester. P*.; REAR ADMIRAL GEORGE WAUCHOPE, executive vice pre*ident, Farreil Lines. New York, N. Y.,; FREDERIC R, PRATT, Secony MobiJ Oil co, New York, N. Y.j LEIGH R. SANFORD, president. Shipbuilders Council ot America, New York, N. Y.; LOUIS B. PATE, Scarsdale. N. Y; REAR ADMIRAL ROBERT C. LEE, USNR (ret) vice chairman. Moore-McCormack Lines, New York, N. Y.jWILLaRD F, JONES; CARTER KENDALL, chief safety engineer. Bethle hem Steel co* Bethlehem, Pa.; Carl E. Holmes, Cranford, N. I.; CAPT. E._W FISKE, JR-. vice president 4 manager, Mobil Overseas Tankers co. Fort Lee. N. J, Assistant General Chairman for Tankers--J- R. THOMPSON, assistant general manager. Marine Dept, Gulf Oil corp,, New York, X. Y. Astistant General Chairman (Programs, Conventions}--HAROLD M. WICK, assistant vice president American Bureau of Shipping, New York. X. Y, Assistant General Chairmen (Membership)--CAPT. JONES F, DEVLIN. JR.OV T. WILKINSON, Supt Eng* Marine dept, Sinclair Refining co.. New York, X. Y, Director, Public Relations---FRANK BRAYN'ARD, director. Bureau ot Informalhju. American Merchant Marine Inst, New York, X. Y. Assistant Director (Public Relations)--JOHN K. TE.XXANT. Special assistant to Atlantic Coast Director. Maritime Administration. New York. X. Y. Director, Maritime Associations--Safety Cooperation and Attendance--R, J. BAKER, secretary-treasure. American Merchant Marine Inst, New York, X*. Y Director, Safety Information and Posters--CAPT. MILTON BREECE, manager. Esso Shipping co. Port of X, Y. Office, New York, X. Y. Editor, Marine Newsletter--WARRES D. LINDSAY, director oi Safetv, United State* Lines, New York. N, Y. REGIONAL ACTIVITIES AND COMMITTEES , Axsistantt (o vice General Chairman (Coastal Regions and International Convention)-- REAR ADMIRAL HENRY C PERKINS, Commander. Third Coast Guard District 80 Lafayette St, New York. N. Y.: COMMANDER ALEXANDER W. WUERKER. Exec. Secy, Merchant Marine Council, U. S. Coast Guard. Washington 25, D. C. Assistant Chairmen (Atlantic Region) Tanker Operations--CAPT. WM. G. ANDERSON. Mgr. of Operations, Marine div. The Atlantic Refining Co, Philadelphia, Pa.; CAPT. WILLIAM B. CHATFIELD, Keystone Shipping co, Philadelphia. Pa.; A. E, FISCHER manager. Inland div. Marine Transport Dept, Socony-Mobil Oil Co, New York, N. Y.; J. R. THOMPSON, assistant general manager. Marine Dept, Gulf Oil co- New York. X. Y, Assistant Chairman (Atlantic Region) Cargo and Passenger risels--JAMES T. CROW LEY. director of safety. Moore-McCormack Lines. Inc, New York. N, V. Gulf Region--Ships and Stevedoring--T. C BRYANT, supervisor, Accident Prevention. Lykc* Bros. S. S. co, Whitney Bldg, New Orleans, La.; EARLE SMITH, safety director. Waterman S, S. Corp* Mobile, Ala.; O. P. VILLARRUBIA, claim agent and safety manager, T, Smith 4 Son, New Orleans, La.; E. R SEAMEN, safety director, Mississippi Shipping co, Inc, New Orleans, La.; CAPT. J. B. RUCKER Marine Inspection Officer, 8th Coast Guard District, New Orleans, La. 52 Pacific Region--Ships and Stevedoring- -JOSEPH H. TRAVERS, manager. Accident Prevention Bureau, Pacific Maritime Asset, San Francisco, Calif.; HARRY . AVERY, safety engineer, Matson Navigation ctu, San Francisco, Calif.; CAPT. F. A McGURN, marine inspection officer, 12th Coast Guard District San Francisco, Calif. Great Lakes Region--Bulk Carriers--WM. ECKERT, Mgr, safety dept. Interlake S. S. co, Develand, Ohio.; L. C MATIA, Secy, The Wilson Marine Transit co, Cleve land Ohio.; COMMANDER C. E, LEISING, marine inspection officer, 9th Coast Guard District Cleveland, Ohio. Director, Inland Waterways, operating and shipbuilding--BRAXTON B, CARR, president. The American Waterways Operators, inc, Washington, D. C Assistant Directors, Inland Waterways, Operating and Shipbuilding--ROBERT L. GRAY, superintendent River Transportation Dept, Ashland Oil 4 Refining co., Ashland, Ky.; G. A. PETERXIN, JR, president Dixie Carriers, Houston, Texas.; DAVID M. BROWN, JR, The American Waterways Operations, Inc, Washington, D. C; CAPT. C H. STOBER, marine inspection officer, 2nd Coast Guard District St Louis. Mo. SKOAL SERVICE COMMITTEES Chairman, Ship Owners Associations Committee--RALPH E. CASE), president, Ameri can Merchant Marine Institute, New York, N. Y Chairman, Statistics and Contests Committee--CAPT. C. M. Lynch, manager, safety and training, Sinclair Refining co, Marcus Hook. Pa." Shipbuilding and Ship Repair Committee--R. 8. CHAPPELL, JR, industrial relations manager, Electric Boat div. General Dynamics corp, Groton, Conn.; R. D. DAUTERICH. safety engineer, Maryland S. B. 4 D. D. co, Baltimore, M<L: T. R, LEADBEATER, chief safety engineer. Todd Shipyards corp. New York, N. Y.; ROBERT G, LEWIS, safety engineer. Bethlehem Steel co, Bethlehem, Pa.: HERMAN J. NORDSTROM, safety engineer, Newport News Shipbuilding and Dry Dock vn Newport News, Va.; JAMES O'DONNELL, director ot Safety, Avondale Marine New Orleans. La.; J. A. STAFFORD, safety engineer, Ingalls Shipbuilding corp, Pascagoula. Miss.; GILBERT WIDDOWSOX, safetv engineer, Sun S. B. 9c D D. co, Chester, Pa.; I. C YATES, director of safety, Alabama Drydock & Ship building co. Mobile, Ala. Chairman, Engineering end Minimum Standards Committee--CAPT. R. A. SMYTH, assistant chief. Office of Merchant Safety, U. S. Coast Guard, Washington, D. C. Chairman, Liaison Committee for Cargo Ship and Tanker Discussion Groups--CAPT. R. H. SMITH, manager safety department. United States P. 4 1. Agency, Inc., New Chairman, Tanker Safety Discussion Group--CHARLES A. CULVER, safety engineer, Atlantic Refining coTM Philadelphia. Pa. Chairman, Cargo Ship Discussion Group--CAPT. ROBERT CORNWELL, safety director, Isthmian Lines, New York. X. Y. Chairman, Great Lakes Safety Discussion Group--ROBERT E, KRATZERT, Vessel Personnel ragr.. Columbia Transportation co., Cleveland, Ohio. Awards Committee--CAPT. ROBERT E, MACKEY (Chairman), assistant manager, Operations div.. Marine DeptTM The Texas co* New York, N, Y.; CAPT. . W. FISKE, JR.; J. M. DEMPSEY, JR, manager, Marine deptTM States Marine Lines. New York, N, Y. 53 SPECIAL GOVERNMENT COMMITTEES FOR SAFETY IN NATIONAL DEFENSE Chairman. Safety Policies for Regulations, Ship Inspections--R. ADM. H. T. JEWELL, U. S- Coast Guard Headquarters, Washington, D. C; R. ADM. HALERT C. SHEPHEARD. USCG (Ret), Washington. D. C Chairman, Committee for Safety in National Defense Transportation--VICE ADMIRAL JOHN M. WILL, USN, Commander, Military Sea Transportation Service, Washing ton, D. C. Atlantic Area--R. ADM. DONALD T. ELLER, Commander, M.S.T.S, Brooklyn, N. Y. Pacific Area--R. ADM, H. S. PERSONS, Commander M.S.TS, Fort Mason, San Fran cisco, Calif. Eastern Atlantic and hfediterroneon Area--R. ADM. FRANK L. JOHSON, Commander, t-ondon, England, e/o Navy 100, Fleet PDl, -New York, N. Y. ItVstcrn Pacific Area--R. ADM. G. C. WRIGHT, Commander M.S.T.S., Yokosuka, Japan. North Pacific Subarea--CAPT. N. A. LIDSTONE, Commander, M-S.T.S- Pier 91, Seattle, Washington. Gulf Subareo--CAPT. J. H. BROWN, DSN, Commander M.S.T.S., Gulf Subarea, New Orleans. La. Chairman, Safety Committee for U. S. Coast Guard--Safety Within the Service--CAPT. LWVRENCE M. HARDING, safety director and assistant engineer-in-chief, U. S. Coast Guard. Washington, D. C . Chairman, National Defense Transportation- Readiness--CAPT. &L I. GOODMAN, Mari time Administration, Washington, D, C Chairman, Safety Committee for Longshoremen, Harbor Workers--RALPH W. NETTERSTROM, Marine Safety Advisor, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C Chairman, U. S. Naval Shipyards Safety Committee--CAPT. H. L. MATHEWS, CEC, USN, director of safety, Office of Industrial Relations, Navy dept, Washington. D. C Staff Representative--L. W. DUTTON, National Safety Council, Chicago, IIL 54 Other Volumes in this Series L'=cr< of this volume will find much value ui it* companion volumes. Here is the lit Vol.No. TITLE Stock No. I General Sessions and Detailed Index to off Vefumes................................ .. Z AnatiM: Acnwiotital lidwtria* Soulino A Ah Tnap artSsetiun............ . 02227--1 023-27--2 3 ies*c,5t*p* in Accident Prevention........................................... ... 01227--1 A Cement and Quarry Industries.................. .............................................. .. 02227--A i OmmUft Industries .......................................................... ............................. 03227--t 4 Cool Mininf Industry............ ................................................... .. 02227--4 7 Construction Industry end Public Empteymcnt (Public&nployee Section)... 022.27--7 t Electrical Equipment Industry snd Public Utilities............................. .. 022.27--I f film Ssfcty .................. ...................................................... ................................. 02127--t 10 Fertiliser Industry .................................... ............ ............................................... 02227--10 11 Food, Msst Packing I Leather industries. Trades andServices.................... .. 02227--II 12 Glass and Ceramics Industry and Rubber Industry............... .............. . 62227--12 13 Home Safety ......................................................................................................... 022J7-- U 14 Industrial Subject Sessions (Sponsored by ASSE).................... ....................... 02227--14 15 Labor ............................................... ............................. ....................................... 022.27--IS 14 Maritime industries (Marine Section).................................................... ............ 02227--14 17 Metals Industry ..................................... .................................... ..................... 022.27--17 15 Metals Products Industries (Automotive and Machine Shop Section Power Press snd Purging Section)...................................................... .. 02227--11 If Mining Industry .................................... ................... ............................. ............. 02227--If 20 Motor Transportation Industry (Canunetciai VHwcU Section)...................... 022.27--20 21 Occupational Health Nursing Section........................................... 02227--21 22 Petroleum Industry ............................................. 02227--22 23 Printing and Publishing industry............ ............................... 022.27--23 24 Pulp and Paper Industry........................... 02127--24 25 Railroad Industry .......... ....................... .............................................................. 022J7--2S 24 School and College Safety......... ................. ............. ......................................... 02227--24 27 TreIR* Safety........................................................................................................... 02227--27 2t Transit Industry .......................................... 62227--2* 2f Wood Products and Textile Industries................... ...................................... 02127--3f 30 Early Morning Sessions, "Human Relations and Man*Management".............. 02227--30 957 | IURRENT SAFETY TOPICS Volume 17 METALS INDUSTRY PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 r.r less pages-- 13 to 34 pages-- 2540 48 pages-- 49 to 96 pages-- Over 96 pages-- 1 la 9 copies Each $025 .35 ,4S 60 5 10 to 99 copies Each $020 28 27 -SO .75 100 to 999 copies Each $0.17 2S .33 .45 70 1000 or more Each $0.17 25 23 .5 .70 Complete t of Current Safety Topics (30 vds.)--$9,50, Stock No. 022.17 All prices shown are subject to a 10 per cent discount to NaHosal Safety Council members. NATIONAL SAKTT COUNCIL 42S NORTH MICHIGAN AVI. CHICAGO It, IU. 32002 H02 rsisns is U.S.S. 013-27--If 36 Transactions of the 45th National Safety Congress (October 2125, 1957, Chicago, IIIJ NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Safety Performance---The Barometer of Good Supervision.................. F. M. Rich 7 The Pros and Cons of Safety Merit Award Programs.....................,. J. L. Ridingcr ? The Pros and Cons of Safety Merit Award Programs......................... 0. D. Mateer 13 Electrical Hazards In Aluminum Reduction.............................. .. .G. B. S. Ricketts IS A Safety Program for an Extrusion Plant........................................... R. L DeBenon 23 Top Management's Responsibility for Safety.................. Hubert C Smith 26 Safety Communications'in the Foundry.......................... .... . . , .Edwin W. Bume 28 Investigative Procedure and Report Writing....................... .William H. Corrigan 34 A Planned Gas Job (A Skit)........................................................................................... 39 Officers . ................................................................................................................. .. . 45 O LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than IJ.OOO men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to eadbaage the latest ideas in cafe attitudes, sale methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half x century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced aa atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates interspace travd I Through sdcnce and technology, mas is progressing to increasing speeds at travel and production, and increasing dangers--new dangers never before encountered. These, In addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress; To encourage more widespread knowledge' oT the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of coodsisattons of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete vet of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE METALS SECTION This volume is a record of the sessions held at the 1957 National Safety Congress by the Metals Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Metals Section carries on in behalf of its members, and for the benefit of accident prevention work in the metals industry generally. The Sectioa gives guidance m the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of metals plants. The activities of the Sectioa are under the direction of its executive com mittee, the members of which are listed at the close of this volume. 5 1957 National Safety Congress In addition to selecting and developing men. Safety bulletin boards of various sizes men to supervise in good safety work, we promote an active program by providing oar supervision and workers with the proper tools, environment, and incentives to work safely. These include the following: and shapes are located throughout th plant. Each year more than 10 per cent of our employees are trainer or retrainer in a three-hour modified course in first aid. As a climax, y annual first aid contest is held. GOOD HOUSEKEEPING Good housekeeping, proper sanitary fa* ciiities. and adequate locker rooms are im portant in developing the worker's safety attitude. If a pbae is well kept, the safety record will be good and the efficiency of op eration will be high because plant morale is high. Sim work better and enjoy their work more m clean and attractive surroundings. In promoting cleanliness and good house keeping, wc do not favor the periodic clean up campaign. We keep a plant clean by never letting it get dirty. We believe in organising and supervising so that the plant is always dean and neat Each department head has an arcs and HE --no one else---is responsible for the house keeping. Each department head has super visors assigned to definite areas for which Competition is active and the winners are honored at an award luncheon. During 1956, 2,154 employees received first aid training. In addition to the first aid program we tiave two other group program* training men to deal with Hazards present in a steel null--gas and fire. About 1,448 employees were trained in Gas Protection Procedures and 2,194 employees in our Fire Squad Commander Program. The first few second* are the most im portant to control a fire. And the person closest to the fire is the most important in the plant at that moment But he is no value if be can't operate the available equip ment Three years ago we developed a train ing program to teach employees to use fire extinguishers. The departmental instructor ts trained hy the Inland fire departroert. they are responsible. In 1936, we spent nearly one million dol lars for personal protective equipment such as hard hats. Rame retardent clothing, gog gles. face shields, prescription safety glasses, hand cremes, respirators, gas masks, and special purpose equipment. It is the super visor's job to see that these derices are used hy developing among his men an understand STRESS LOOC-OUT PRECAUTIONS 'Hie departments set up fire fighting squads according to jobs. For instance the hooker calls the fire department the shear man blows the fire whistle, the mechanic and helper lay the hose line; the roller and feeler bring an extinguisher to the fire loca tion. ing oi the value and need for this equip About 2,000 employees are trained each ment plus a willingness to use it. year to put out fires by actually using portable extinguishers. This training has INDUSTRIAL HYGIENE AND MEDICINE paid off, and has made our employees more The Industrial Hygiene division check* fire conscious. They respect the fire fighting the atmosphere in working anas for toxic equipment and seldom block access to the gases, vapors, fumes, and proper lighting. equipment Drinking water and in-plant feeding facili As in most plants, our general safety rule ties are also checked regularly. "machinery shall be stopped, locked out and Our safety and training departments as- tagged white adjustments or repairs are be sisr'dcpartment heads in safety training and ing made," was tee general. Some adjust education programs. ments have to be made while a mill is The worker's safety education consists of an indoctrination session, followed by onthe-job instructions from his foreman. He receives a rale book which is reviewed with him by his foreman. He is cither contacted running, and in many cases supervisors saved time by pulling a switch--not locking it out As a control measure, every six months department heads are required to submit a status report oa the Lock-Out Pro on the ;ob about safety or atteods group cedure. safety meetings showing safety movies and Our safety department recommended that slides. Employees are encouraged to report written procedures covering every conceiv unsafe conditions promptly to their fore able type of work done on that equipment 8 Metals Industry be developed for all movable equipment in the plant In 1956, after the lock out program was in effect two years, we analyzed our acci dent records, and noted that in 1953 and 1954, we had 15 disabling injuries, four of ihem were fatal Two years under this pro gram we had two disabling injuries and no fatalities. In two years, an investment of i.OOO supervisory man hours in preparing these procedures, saved four lives and 13 disabling injuries. Here is proof that good iuperrisory performance result* in better -atety performance. Visual aids are used in our safety educa tion programs, especially model cranes and electrical demonstration boards. Because injuries occur more frequently otf the job than on the job, we have an yri-ihe-job safety program emphasizing traf fic. home ad public satety. In six months this vear 46 employees were injured on the job, none fatal. However 124 employees were injured oS the job. and nine were fatalities. RECOGNITION ACTS AS INCENTIVE Recognition is a primary motivation for most people, and for this reason we have recognition program oi awards, dinners, publicity, and letters of commendation. Employees in departments with 365 days or a million man hours wuhout a disabling injury are presented with individual merit awards. Employees who prevent or tmn- imize an injury to a co-worker receive in dividual awards. Employees who develop a useful safety device are given individual merit awards. Supervisors know their safety perform ance is a major criteria in considering pro motion and merit reviews. We will not ap prove promotion or raises for supervisors whose safety performance is not good. Safety in a plant is the company's re sponsibility. Under our system of privately operated enterprise this responsibility can not legally, morally, or logically be shifted to either the employee or the community. The law, courts, and society hold the com pany responsible for on-the-job safety. Un safe workers and unsafe conditions are an Indication of poor management. A good safety record, therefore, is a characteristic of good management. Our management functions to insure that the health and well being oi our emplo>ees arc not_ jeopardized by their jobs. Any supervisor who does not continually promote safety is not representing management, and is failing in an important aspect of his job. Better working conditions, safety equip ment, safety procedures, safety engineering, safety training, safety motivation, good housekeeping, and a friendly, firm enforce ment program have convinced workers and the union that management is sincerely in terested in safety. As a result, our workers demonstrate a greater respect and awareness of potential hazards m their worlc-^a THE PROS ANO CONS OF SAFETY MERIT AWARD PROGRAMS by J. L. HIDINGS* director, Safety & Plant Protection, Inland Steel co.. East Chicago, ind. Safcty awards are token awards helpful in motivating workers to be more safety conscious, not only as individuals but also a* co-workers. Safety award programs at Inland are not new. At the Indiana Harbor Works, in 1917, mooograrnnxd cuff links, tie pins, belts, key rings and pocket watches were awarded workers for safety suggestions and devices. These awards promoted safety consciousness during an era when both workers and super visors regarded unsafe conditions and un safe acts as part of the day's work. Safety is fundamentally a selling job. First management must be sold on the need for safe equipment and safe working procedures. 9 1957 National Safety Congress Top management in most companies prod their staffs to do a better^ safety job, be* cause they don't want their people to get hurt and also because a safe plant is good public relations and low injury rates reduce insurance premiums. Like any phase of the Industrial business, safety is expensive. However, one company has as its slogan, "If you can't afford safety you can't afford to be in business." Many companies learned from experience that good safety performances more than offset finan cial investment with returns such as good morale, ttfidenev, increased production and better quality. SALESMANSHIP WITH EMPLOYEES Promoting safety to management is simple, compared to selling safety to the workers. It takes more than safe equipment and good working conditions to make workers safe on the job. Even with adequate supervision, a screening process for new employees, job placement and on-the-job instruction pro cram*, accidents continue to happen if the workers do not have the proper safety atti tude. During the past 10 years, many industries have reduced their injury rates. But each succeeding year they find it more difficult to reduce frequency rates by one point, than they did 10 years ago by five to 10 points. This is especially true in industries with low frequency rates. As any plant nears the irreducible figure of "O'* injuries, it be comes difficult to bold the attained safety position and more difficult to improve. Management is confronted with similar situations when attempting to establish new afety records. Safety equipment, good working conditions and know how are not enough. Employees must have a continuous desire to work without injuries. The United States Steel corporation has an--excellent safety film. "Knowings Not Enough.'* This film cautions trained workers against improvising, impulsiveness, impa tience. and impunity. Most injuries caused by human failure can be attributed to one of the four "Imps." It is generally agreed that 85 per cent of industrial injuries are caused by human failures; sometimes the injured Is at fault the co-worker, the supervisor or in other cases combination of human failures. This to Is the field in which we must do an effective job. if there is to be an appreciable reduc tion in industrial injuries. To Improve the safety attitude of super visors and workers, we must ose more than the basic reasons for preventing injuries -- -- -- loss of human life, pain and suffer ing, family hardships, and injury costa. Other forms of motivation can stimulate a continuous safety interest in workers as in. dividuais and a working team. Since children, we have had some motive, lion to encourage us to do a better job. In grade school a star would be placed after our name for knowing our lessons and for excellent attendance. In sports we were given numerals and sweaters as individual awards, and for team play we shared in various trophic*. People are only grown up children, and desire and respond to effective motivation programs. This Is one reason why the In land Steel company has had individual safety award programs. TYPES OF AWARD PROGRAMS There are many safety award program*, such as national awards, company awards, and individual and company awards. Na tional awards can be obtained from the Na tional Safety Council and trade associations. Your company can win one of the four National Safety Corneal safety awards if it meets the loQowing qualifications: AWARD OF HONOR--A perfect reeord of 3.000.000 or more man-hours brings the award automatically if the record covers an entire calendar year. The award is given on application if the record covers any period greater or less than a calendar year but not less than 30 days. AWARD OF MERIT--A perfect record of 1,000,000 to 3,000,000 man-hours receives an Award of Merit. The award is given automatically if the record covers an entire calendar year. The award is given on appli cation if the record covers any period greater or less than a calendar year but not less than 30 days. CERTIFICATE OF COMMENDATfON--A perfect record of 200,000 to i,000.000 man-hours will be recognized by a Certificate of Commendation, to be given automatically, if the record covers an entire Metals Industry calendar year, or on application if the record covers two or more calendar years. PRESIDENT'S LETTER--A perfect record of 10,000 to 200,000 man-hours Is recognized by an appropriate letter from the President of the National Safety Coun cil, automatically, if the record covers an entire calendar year, or on application, if the record covers two or more calendar years. Most companies usually have two kinds of awards--plant- awards of plaque* or trophies to plants that Improved their safety performance over the previous year. The major safety award is usually the Presi dent's award, which is awarded to the safest plant tn the company. This award may be in the form of a plaque, trophy or a stat uette. Some cornponies award special safety trophies to foremen. The most effective type for any company are those that are tailor made for the needs of a plant INDIVIDUAL AWARDS Lotteries: Many individual award pro grams are set up on a lottery basis, with a specified number of prizes allotted for a given number of workers. Qualified workers are given tickets, which allow them to par ticipate in the drawing. Safety Buttons: In some companies safety buttons are awarded to workers who com plete one or more years without a disabling injury. Special Axivrds: Annual supervisors' din ners, short vacation trips for supervisors and their wives, or time off and tickets to a football or baseball game. Sam* Other Types: One of Germany's large steel plants has a safety bonus system. Bargaining unit employees are divided into 169 groups, the salaried employees into 10 groups and each group has a handicap, based upon their injury experience of the previous year. During 1956, the first year (hr bonus system was used, disabling in juries in this plant were reduced by 37 per cent compared with an 8 per cent reduction for the German steel industry*. $25,000 was paid out in bonuses which averaged $13.00 per man. An additional bonus of $8.00 was paid to workers in group* that completed both 1955 and 1956 withoat a disabling in jury. This year the Automatic Transporation company in Chicago gave free coffee to their employee* when they broke their safety record. Ordinarily coffee costs 7c a cup at the machines, but each machine had a special button switch which poured the free cupfuls all day. INLAND STEEL COMFANY SAFETY AWARD PROGRAMS Before the United States went off the gold standard, the supervisors in each de partment with the best safety record were awarded a $37.00 gold piece. This program was unsatisfactory because of a limited number of gold pieces and dissatisfaction among supervisors in the departments with several perfect safety records. Departmental Safety Slogan Contest (a) Test dollar monthly awards. Each month a winning slogan was selected from those submitted by workers within each department. The winner received a $10.00 bill, and the slogan was posted throughout the department as the safety slogan for the next month. To check the worker's observance of the po*ted slogan, safety engineers occasionally would ak workers in each section to repeat the slogan. If they could, they were given a one dollar bill. (b) Thanksgiving Turkey Awards. Employee* who turned in a safety slogan were eligible for a turkey drawing. An allotment of turkeys was made for each depanmert based upon their work force. However, this program was dropped because die drawing methods did not make for proper distribution of turkeys- Too many turkeys were won by one section of a de triment. (c) Family Safety Cartoon Contests. To create family interest in on-the-job and off-the-job safety, we published three ofety cartoons from the National Safety Council, in our plant publication. One car toon described an industrial shop, another the home and the third, traffic conditions. Employees listed the unsafe acts and unsafe conditions they saw in each cartoon. Their lists were turned in to the Safety Deport ment. Their names were put in a container and a drawing was held for turkeys. There 11 W" Xaltonal Safety t ongrest ww an excellent response to this program, which helped reduce injuries to our em ployees and their families. Safety Smokes Contest This contest awarded a agar, a package of cigarettes or t\*o candy bars to each em ployee in a section or department which improved its total injury experience 23 per cent over its five year average. Since a check of the previous ten years' injury ex perience showed injuries highest during the months of June, July and August, the con test was started in June. As a result our injuries were reduced considerably during the peak period. The Safety Smokes Contest ran from fune 1950 to January I, 1956, and during this period total injury frequency* rate de creased 275 to l2t. This program was dropped because it was losing its effect, and secondly because of award conflicts in pro duction departments. Production record ci gars were distributed at the same time Safety Smokes were distributed, and con tusion resulted. MILLION MAN-HOUR AND 3*5 DAY AWARD PROGRAM Our present award program, which re placed the Safety Smokes Program in 1956, 'tw-ards workers who have worked a million man-hours without a disabling injury. The 365 day provision permits smaller depart ments to qualify for an award within a tear, otherwise some departments would have to work 10 or more years to attain the million man hour mark. AU employees are eligible for additional awards if the plant works three million man hours without a disabling injury. As yet we haven't attained the three million man-hour mark but we have been close twice. The value of individual awards increases when a department works more than two millidn man-hours without a disabling in jury. In addition supervisors of departments Uiat work two million or more man-hours without a disabling injury* can attend a safety dinner. Million man hour plaques and desk tro phies are presented to assistant general man agers, department superintendents and fore men with a million man-hours without a disabling injury. In 1956 our Tin Mill with more than 500 12 employers worked three million man-hours without a disabling injury'- In 1957 two deportments. Mechanical with 1,290 employ ees and the 76* Hot Strip with 1,156 em ployees. worked more than two million man hours without a disabling injury. Nine de partments and 12 sections worked more than one million man-hours. Acts of Merit. Employees may be con sidered for Merit Awards for one of the following reasons: 1. First Aid. Applying artificial respira tion. proper application of tourniquet in ca*c involving arterial bleeding. Rescuing an injured worker. 2. Reporting unsafe conditions that could cause a serious acctdoit such as defective lifting racks, broken rails. 3. Removing a worker from a dangerous area. The awards range from $25.00 U. S. Sav ings. Bonds to wrist watches. 4. Suggesting safety gadgets or gimmicks that have proven to be effective. Persons who qualify for these awards are eligible for lesser awards. Our Local Union Safety Committee, with 22 members, has been quite enthusiastic in supporting our various safety award pro grams. During the past 10 years the disabling in jury' rate at the Indiana Harbor Works re duced from 6.09 in 1947 to Z_Z4 in 1956. Our frequency rate for total injuries {minor and major) decreased from 247 in 1947 to 104 in 1956. Because top management emphasized safety in general, a better job has been done on guarding machines and equipment. Work ing conditions have improved, the plant is cleaner and the morale is better. Fewer un safe acts are reported and injury and com pensation costs have reduced. We are doing a better job of selecting and placing workers and supervisors. Supervisors are doing a better job of training employees. From the standpoint of good business, the quality of our products has improved. We are producing more steel than ever be fore and our earnings are above the aver age for the industry. For these reasons a safety award pro gram that has produced positive results is worth every cent paid for it- A. MERIT AWARD PROGRAMS THE PROS AND CONS OF SAFETY by D. D. MATEER supervisor of safety, Jones & laughlin Steel corp., Pittsburgh, Pa. HISTORY OF SAFETY AWARD PRO GRAMS AS THEY HAVE BEEN IN STALLED iN OUR WORKS BEGIN NING IN 1915, V Monies paid to "straw bosses" for acromplishing work with their men with out lost time accidents (rate of pay about $2.00 per week). II. Plaques. 1. Departmental 2. Plant 3. Company i', November "No Accident Month" 1, Large kick-off meeting usually held outside of the plant with an invita tion to men and their families, 2, Departmental signs, slogans, etc. 3, Drawings among winning pnrt- ments. 4 Turkeys and radios. 5 \bove awards were based time cases--this created . where csery effort was >u lost " fition to avoid tost time cases and s things were a bit shady. mes EMPLOYEE AWARDS D. Individual award programs. Consider able criticism was made to a single month safety campaign so then it was spread over a number of months de pending on the size of the department, to an individual award program set up in the following manner: 1. A lapel pin designating the depart ment and indicating that the wearer was a part of a team that had worked 250,000 man hours without a lost time accident. 2. Watch fobs for 500,000 hours worked without a lost time case. 3 Mechanical pencils for 750,000 man hours worked without a lost time accident. 4. Pocket knives for 1,000,000 man hours worked without a lost lime accident. Only two departments in our Work* completed a 1,000,000 man hours record without a disabling injury. This program cost several thousands of dollars and from a review of our accident statistics, the return of investment was not a* great as one would expect. There were too many mountains and valleys in our ac cident curve. WAR DECREASED PROGRAMS During the yvar years, little was done in the way of safety award programs--more stress was put on production for the war effort. In the post-war era, beginning in 1948. our President and Chairman of the Board of Directors. Admiral Ben Moreelt. believed that industry could operate with a fewer number of accidents and he made many speeches in favor of our safety move ment. * In that vear, he inaugurated in the J&L Steel corporation what was known as the Adnurat Award Program which constituted ihe presentation formally of a placque bear ing the likeness in bronze of Adm. Moreell with a famous inscription on this plaque "If we can't afford safety, we can't afford to be in business." This was awarded on a basis of 1,000,000 man hours worked without a disabling injury, and a unit which worked one year without a disabling injury was awarded a plaque. Tliis program received a wide acceptance among the employees of the J&L Steel corporation and at our plant it created the tpark needed in our accident prevention work. At that time, wc had operated more than 90 years in the manufacture of steel and steel products and for the first time it was recorded that during an operating pe riod our Works completed 1.000,000 man hours without a disabling injury. With this interest by tap management and the 13 1957 Xattonal Softly Congress award program in full swing, some people doubted the intentions of management--that it was more for money rather than for liumanitxrianism. (n the issue of our J&L Steel corp. magazine in 194% Admiral Moreell made the following statement: "Jones & Laughlin does not want to make money out of safety, nor do we want to profit from our Safety Campaign insofar as safety contributes to the health and con tentment of our employees and their families, "So, in order to clarify this matter, the corporation is instituting a procedure whereby savings which are effected in our insurance and compensation payment* on account of reduction in the number and severity ot accidents, as compared with the average record over the previous five-year period, wJl he used for improving welfare and hospital activities in the communities where we operate," These awards were based net a record for any one vear that was better than the record of the past five years, having a fixed amount set in the reduction of fat.ilitie<, permanent disabilities, etc. AWARDS TO CHARITY E. The awards to charities were designated and agreed upon by a ronwntttc* of t'nion-Management representatives. In our Works In IW9 to 1952, we gave to charities $30,625.00. This money was used for iron lungs, special operating rooms in hospitals, special care for deaf people, training for deaf people, the cancer fund, the heart fund, the boy scout movement and the crippled chil dren. All. you will agree, are worthy ot help. In those years mentioned, the ,t&L Steel corp. in all of its operations nod in the communities where our plants are located, distributed $211,675.00 in the ways in which T have related to you. As you know, all programs tend to run stale after a period of time regardless of how worthy they seem to be. That was true with this program so in 1953 we inaugurated a new program of safety awards and this was on an employee basis. The procedure used was to split up major departments into 100 man units. 14 The unit that would accomplish working a calendar month without a disabling injury would be eligible for participation In a drawing of prizes. The number of prizes covered about 10 per cent of the unit The imits that failed to complete the eaJen&r month without a disabling injury had their awards divided up among the other eligible groups in the major department This created a constant challenge, unit versus unit. DISADVANTAGES OR PROGRAM There arc three disturbing factor* in an award program of this kind. 1. It was possible for a man, under the law* of chance, to win more than once. Hus created dissension. Some people wanted to disqualify the man after he had won once in a year. This could not be done for the reason that the unit depended on him to work safely as an individual for all to participate. 2. The integration of transferred em ployees into a imit. For instance; an em ployee would have a three-day disabling injury in No. 1 unit, causing them to lose their chance* of receiving awards. Then, due to production conditions, he would be transferred to N'o. 2 unit the same calendar month and be eligible to participate in The No 2 unit drawing for award*. 3. Only 10 per rent of the employees in a unit received an award. This award pro gram continued until 1955 when it, like many others, lost its popularity. Manage ment derided after considerable delibera tion that an award program would be in augurated where the steel plant division* would compete with each other for the lowest severity record and an appropriate statue representing the steel worker be awarded to the division having the lowest severity for the calendar year. This pro gram is continuing. In 1956, one deparunait at our Work* was permitted to operate an award program of their own. This was set up where super vision had an award given to than for the foremen that had no disabling accidents in hi* division. The men h hi* division were also given individual awards; this was not on a drawing basis where chance was the factor. The results in' 1956 in this depart ment were most encouraging both in fre quency and severity of disabling injuries. In Metals Industry 1956, we had a production pattern which five us a regular work force with a mini mum of personnel changes. The forecast of production for 1957 in dicated that we could have a high fre quency of transferring people front one production unit to another. The 1956 safety award program would be difficult to admin ister in 1957; therefore, it was not adopted, so far in 1957, this departmoit has had a most disturbing increase in severity and frequency m disabling injuries. EMPLOYEES LACKED EXPERIENCE The first reason given for the reverse of our experience was that we discontinued the safety award program. After a careful Analyses of the circumstances surrounding these accidents, we felt that a safety award program would have been of little Of no help. The primary cause was the injured employee lacked experience The procedures that we must follow in transferring em ployees up and down the job line and from unit to unit causes a condition where an employee may work one turn at one job. the next turn on another job. The frequency of these changes in job assignments make it difficult for the fore man to carry* oo an effective training pro cedure. We felt the increase of accidents was due to lack of experience and training by supervision. If we had earned on the 1956 safety award program in this depart ment in 1957, it would have been interesting to observe die results obtained by it under changed working conditions. USED CARTOONIST We have tried essay contests and limerick contests where employees and their families have participated and one time we had a well-known cartoonist draw a figure of a person who we were going to use as a safety reminder and asked the employees to participate in the contest and give this per son an appropriate name. We did not get the participation we wanted; however, we did get a good name for the individual-- Ray Minder. I believe that from 1918 to the present time we have used all of the known means in producing safety award programs. True, we have had a nice reduction in frequency and severity of accidents; however, we can not point to any one of the programs men tioned as the one that has given us the most help. The greatest award that can be given one of our employees or the families of our employees is the ways and means of living without injury. We have in 1957 inaugurated certain programs in training in our company that we believe will have a tar reaching effect and a lasting one on our employees and their families. As we see it at this time, based on our recent experiences we feel that if in the future we again try individual employee safety award programs they must be de signed to include the employee on the job, the employee on the highways, and the em ployee in his home--and his family. We ran only visualize that the future participa tion of the worker must be with the worker and his family..^ ELECTRICAL HAZARDS IN ALUMINUM REDUCTION by . i. 5. WCKITTS administrative chief engineer, Reduction DJv,, Kaiser Aluminum & Chemical corp.. Oakland, Calif. To quote our Director ot Safety*--"People get hurt because either they do not recog. nize or they underestimate a hazard." It is a simple statement, but it sums up a com- plex situation. As you think about it you might wonder why the hazard existed m the first place. However, experience tells us that no matter how much engineering effort is exerted to design and build a safe plant, we will wind up with some hazards in the project as completed. It is unreasociable and imprudent to go beyond a certain point in otir striving to br*ld a safe plant. 15 19ST National Safety Congress Metals Industry Tlie need for emphasis on the reduction of eicctricai hazards becomes apparent when statistics show one fatality in every 15 electrical injuries as compared to one fa tality in every 200 industrial injuries of all types. To achieve tins emphasis requires that the problem be attacked as a joint ef fort of all concerned--we must build plants as safely as possible--then we must train the workers in the plants in the ways of safety. To guide us in the general design of plants, we have various sets of nationally recognized engineering and operating stand ards ordinarily known as eodes or safety orders. Regardless of whether or not they are designated as safety codes, they all rep resent the conscientious and considered ef fort of people with specialized knowledge to guide us toward building safer plants. Rigid adherence .0 these codes as a mini mum standard normally produces a design that represents good industry* practice and good safety* practice. In special situations the opposite may be true--particular)1 when a code is adapted to an area it was not specifically designed to cover. In mam* locations this situation only calls for careful review by the design engineer and the safety engineer (and pos sibly others) to etablish the safe practices to be followed. FACE LEGAL PROBLEMS In those locations where adherence to the .tpplicable code is enforced by law serious legal problems arise. For an example, look at an aluminum reduction potroom. The approach here is to avoid all possible points of contact with ground and thus keep to a minimum tile possibility of a worker com pleting the circuit through his body from the potIme to ground. In essence, we try to perate the pothnes in an insulated box. From time to time it is necessary to use \C-powered arc-welding equipment in the I>otroom tor special repairs. We do not ground the case of the unit since to do so would make continuously available, within uur insulated box. a point of contact with ground. On the other hand, the National Electrical Code specifies that the case of such equipment be grounded--this is to pro tect against the hazard of insulation failure within the unit putting the case at AC 16 source potential. In die potrooms this is. by far. the lesser hazard. This, in an area where the National Electrical Code is enforced by taw the safe approach is legally wrong--and the whole problem arises because the Code is being applied in- an ana it ms not designed to cover. INTERSTATE FOUCT CONFLICTS Such occasional special problems onI> emphasize the need for better codes--codes, for instance, that have sections written specifically to cover the peculiarities of electro-chemical plants in their many varia tions. fn the meantime, a company operat ing in several states has other problems. As previously mentioned, some states en force the National Electrical Code by law; some states have their own electrical codes which have legal status; yet others have no electrical code requirements. Thus, an interstate company, to avoid in ternal confusion must adopt some policy. Ours adopted (in 1951) the California Gen eral Industry Safety Orders as minimum safety standards for plant design. These Orders are more comprehensive and more exacting than the National Electrical Code which governs in most states in which we operate. In this way we give our people the best protection we reasonably can. and at the same time are not likely to find our selves in violation of future codes in other Mates. Recognizing (as pointed out earlier) that codes must sometimes be followed in prin ciple rather than "to the letter" our policy includes this paragraph: "If for any reason compliance with these standards is impractical, the matter is to be reviewed by those concerned and the Safety Supervisor in order to plan for other equivalent practical protection or control." No matter what code or policy may be adopted as a guide there is still no sub stitute for a clear concept of the major principles of safe electrical design. Thi* is especially true in aluminum reduction plants, or for that matter in any other branch of the electro-chemical industry, where none of the recognized codes makes provision for conditions peculiar and nec essary to the potroora or eellroom. In our thinking, these major principles are four: 1. Insulation Covering conductive sur faces with materials through which electricity will not travel in suffi cient quantities to create a hazard. 2. Isolation-- Waking energized parts die transition from a diglit tingling to a mild muscular reaction. Above nine milliamperes the muscular reaction becomes stronger, finally reaching the let-go thres hold with painful shock at about 73 mil- inaccessible to accidental contact by persons or object*---this can be by distance or grounded metal enclosure. liamperes. In the common multiple Christmas tree lamp--the type where when one bums out 3. Overcurrent Protection--This is the the others stay lit--the current could cause function of a device designed to de painful shock in many people and is close energize an electrical circuit when to the let-go threshold This is not to say the circuit is subjected to excess that the Christmas tree lamp is dangerous, current. but to point out bow realty sensitive the 4 Grounding--The providing of a low resistance path through which cur rent may flow to ground in the case of a fault average human being is to the flow of elec trical current. Returning to the let-go thres hold. as we pass beyond the region of 75 milliamperes the victim can no longer let Principles 1 and 2 have to do with elec trical protection during normal conditions. Principles 3 and 4 have to do with electrical protection during abnormal conditions and go and, unless something is done to inter rupt the current flow, a fatality can occur under these conditions at currents not much above 73 milliamperes. 1 do not plan to discuss them. They are no less important than the first two, but they have received much publicity and attention in general industry literature. As a result here is more general understanding of them--therefore they get better attention than the first two in practice. SHOCK AVOIDANCE If we are to Ivoid any sh- ck hazard, there must be no way in which . worker can become part of a conducting system where the current would be more than one milliampere; that is, our insulation must not pass in excess of one milliampere. IN5ULATION Our first principle is of prune importance to aluminum reduction plants--in fact it i the basis of electrical protection in the potrooms. Since it is so important in this area, we need a reasonable basts for evaluat ing it to determine what "sufficient quantity" might be. Here are some figures on human reaction to direct current taken from a paper published by Prof. C. F. Dalziel of the University of California. Dalziel rea soned that electric shock is a function of ! current flow and not a voltage eifeel. : The figures are based on tests on human | -objects at the let-go threshold and below When l say any shock hazard. I am think ing of the accidents that can and do happen when a person only senses the passage of current. The surprise frequently produces an involuntary reaction that results in phy sical damage--such as a worker stabbing himself with a screwdriver, hitting himself in (lie face with a wrench, or losing his balance and falling, in* which fail he is hurt. If we are to hold insulation leakage cur rents to less than one milliampere, we must use insulation resistance measuring devices. The device selected must use a test voltage in excess of the line voltage. The practice of using test lamps or a voltmeter to deter mine the quality of insulation produces un I --on data from accidents and animat subI ircts for the higher values. However they were obtained, they are only a guide since people vary 50 widely in physical condition. As a guide they are valuable since they at least give us a starting point All the current values arc in milUampercs, reliable results and therefore is hazardous. An example ot this approach in testing is found in the wall-mounted "air drops" common to many potrooms. The details vary, but generally a short length of rubber air hose is used to insulate the portable hose connection from the air header which and one milliampere equals t/1000 of an ampere. Generally there is no sensation up ta one miNiampere. In the range from one milliampere to nine milUampercs we have is grounded. Several potroom workers re ceived mild electric shocks when, in the course of their work, they touched the pot and the "supposedly" insulated air hose con- 17 IQS/ National Safety Congress ncction at the same time. Preliminary tests revealed that the air hose section that ora* supposed to do the insulating was not doing the job well enough. Since there were many ot' these drops in each potroomt this meant that they all had to be tested. We calculated that if no more than one milltampcre was to flow with tiie possible maximum potlinc voltage of 7^0. then the resistance of the piece of air iiosc must be no less than 750.000 ohms. As a safety factor we doubled this value to t .%00.000 ohms or t.5 megohms. I "sing a resistance measuring device we quickly and reliably tested all the insulating (mses--replacing all those ihat had resist ance* lower than 1.5 megohms. It turned out later that instead of the f>o*e originally peeified, some hose with a high carbon Mark content had been used on a number of the drops and this was the cause of our trouble. COLOR CHART EXPLANATION Before discussing mv first example; I ''ill take a moment to run over the con figuration of a typical potroom--- and be fore doing so I will explain the color code -v'tcm used on the charts which I will describe. RED indicates exposed electrically ener gized items- For maximum safety the adiacent areas should show as insula tion. BLACK indicates metal neither grounded nor electrically energized. Such condinoij rhould W kept to an absolute mintmum as they are hazardous due to their uncertain nature. General!v. such items should be treated as though they are electrically energized. BLUE indicates metal at ground potential Any area where blue shows up dose to red indicates a hazard. On the other 'hand, an area that shows all blue equip ment has its electrically energized parts well isolated. YELLOW indicates tnsulatioa which we would look for around exposed electncally energized equipment GRAY indicates masonry, or concrete which, depending upon the dreamstances, can be considered as a practical substitute for better grades of insula tion. 18 HROli'N indicates soil. So much for the chart color coding sys tem. Now let us take a look at an alumi num reduction plant's best claim to unique ness from the electrical safety standpoint-- the potroom. This chart shows a typical liotline. with walls and roof omitted, con sisting of, say. 144 pots distributed in turn potrooms. Here is the bus in red under the floor at the ends of the potroom and at the center passageway. Elsewhere it is attached to the pots (shown here in red) and ex posed. Each pot operates at a nominal 5 volts, POTUNI VOLTAGE Wtli these pots connected in series, ami allowing for a few volts drop in the inter connecting bus, the total potline voltage i* about 730--current about 70.000 amperes. Practice in a large portion of the industry is to have no intentional ground on such a system, so the midpoint of the Sine is usu ally at ground potential or dose to it--and the ends of the line are at a potential to ground of one-half the line voltage. tf we should happen to get a ground at one end of the potline, then the pot at the other end goes above ground potential by the ftall tine voltage and the pots at the physical midpoint of the line are now above ground potential by approximately one-half the line voltage. Thus we must assume that any pot may at sometime be at a potential of several hundred volts with respect to ground. To protect the potroom worker* when in the immediate vicinity of the pots, we must plan SO that no points of contact with ground are within easy reach. The usual solution is to cover with insula tion all potential points of contact with ground. Some aluminum companies ground the midpoint of the potline through a low resistance which means that no pot can ever be at more than one-half potlinc voltage t<* ground. This safety feature is achieved at the cost of other problems which are beyond the scope of this discussion. INSULATION METHODS The next chart is a section through the potroom here looking toward the rectifier station. This serves to illustrate the insula tion methods used. The pot, supported and reinforced by its cradles, sits in the middle of the room on a concrete slab which acts Metals Industry as insulation. Frequently concrete piers are placed on the slab under the pots to improve the insulation. With or without piers, the quality of insulation at this point has no beating on safety in the potroom. On each side of the pot arc aisles about lb feet wide. The floor in the aisles is brick over a reinforced concrete base. The brick (shown in yellow) is installed pri marily as a matter of reduced floor main tenance. A secondary benefit is that it also provides better electrical insulation than hare concrete. Many potrooms have been built without the brick as a matter of re duced first cost. A potential hazard with concrete floors is that spillage of molten bath or metal causes spalling. This can result in baring the steel reinforcing bars which, of course, are grounded. Returning to this particular example--the iiftancc from the pots to the wall is such that wall insulation is not deemed justified. \n additional margin of safety comes from ihe opening for the ventilating doors being continuous, with the doors almost always open. The concrete sill against which the iloor fits when closed is topped with a heavy limber (shown in yellow) as, during the ervicing of the pots, there is a short period when the "butts'* or used carbon anodes are placed with the rods resting on the sIL Without the timber the repeated laying of these rods on the sill would result in chipping of the concrete with ultimate ex posure of the steel reinforcing. A rod in contact with this reinforcing would bring a wre of ground contact several feet closer so the pot. CRAMS COLUMNS Ttiere is leit then the question of the building and orane columns. In our typical potroom these would be sheathed in ply wood from the base of the column to a point six feet or more above the floor. Where we have experienced excessive dam age to the wood, the base of the column has been encased in concrete for the first JO todies. Our success with this method has led us in a recent design to insulate with concrete for the full height of insulation required. To illustrate the real electrical hazard m extending sources of pot potential and ground contact beyond their normal planned position, here Is an artist's rendering of the sense of an accident in a Soderberg pot room. In the Soderberg potroom the potare arranged end to end in two rows with a wide center aisle and relatively narrower side aisles. Note that the channel cart is next to the pot and m contact with it through the gas-hole bar, bringing pot volt age several feet closer to the potroom wall*. Note also that the stud cart is next to the wall with its tongue resting on the only grounded item m the vicinity--the exposed door frame. Now pot voltage and a source ot' ground contact are within a foot or two of each other--a space easily bridged by a man. Unfortunately, a potroom worker came along while thu condition existed and at tempted to walk through the space between the two loaded carts. He was found with one arm on each cart corner. Following the accident the potential between the two carts was measured at 2o0 volts. Note the series ot events preceding this accident: 1. The channel truck left adjacent to the pot 2. The presence of a device (the gashole bar) to connect the truck to the pot 3. The stud art left adjacent to the door at one of the two pots out of 72 tn the room where the exposed metal door frame existed. 4. The tongue leaned against the grounded metal door frame instead of on the floor or back against the cart. . 5. The electrical hazard present in the exposed grounded door frames (there were a number of them) had existed for a number of months before it was recognized. An order had been written to correct the hazard but the accident happened before the work was completed- As a matter of background, these doors were not port of the original design and for seme unaccountable reason did not receive the same treatment as the two insulated columns that flank it. 6. The failure of the accident victim, despite his training, to recognize the hazard to him and exercise normal caution--also the quirk of human nature that caused him to try the 19 1957 Rational Safety Congress congested route u compared to ready evaporation from the surface of the soil, thus passage around the other side of moisture is available to be absorbed by die the channel cart. concrete. As long as the surface of the con With this example in mind, let us observe that there is a trend, dictated by economics, to potline voltages well above those now crete is exposed to air of relatively low humidity or in some other way is kept dry. it will act as an insulator. common in the United States, industry As soon as we store an object on top of literature has carried articles on potlines the concrete, the evaporation of moisture built or building outside the United States from the surface layer of concrete stops and with ratings of 850 volts--970 volts--and we have moisture extending from the soil l.tOO volts--all in the 100,000 ampere range. through the concrete to the surface of the object. The free alkali in the concrete com VOLTAGES INCREASING bines with the moisture to make a pretty With this trend In mind, some engineer ing and safety people are inclined to take the untenable position of crying "unsafe" when we talk of potline voltages appreci ably higher than 750. The fatality died occurred at 260 volts--many occur at po tentials common to every household. We know that any voltage in excess of some point below 100 volts is hazardous--and it is up to u to cope with these higher voltages with better engineering standards and im proved safety practice*, good electrolyte (a solution in which cur rent flows readily). Depending upon the amount of moisture in the soil, the area of the object in contact with the concrete, the porosity of the con crete. and other variable?, the object maj or may not present a point of ground con tact. In any event it does present a hazard due to its indeterminate nature. Certainly when the area of surface covered is in excess of several square inches, let alone several hundred square inches, as it was in the case Ketuming from my digression on potline villages to the <uhjcct of insulation, let me explain an aspect oj the u.*e of concrete for which you should be on the alert. For an example, in one potroom the concrete stab is in contact with the v>il underneath it. We '*-ed to More the week-end's -upply of new n-dded am-ric Carbons on the floor a few icet from the end pot. The area used was tare concrete, Due to the necessity for keeping the potroum aisles open, as well as the end aisle between poirooms, the first row ' carbon.- began jus-t a few teet away from the end pot. One day an operator in the *<tir*e oi In* work Itappened to touch the of the anode carbons stored side by side, the item becomes a point of ground contact within our insulated box. With all this talk about concrete conduct ing you may wonder why we consider it acceptable as column insulation. Remember that it takes area of contact and moisture to cause current flow through concrete. Cer tainly if we rest a steel handled rake against a column insulated with concrete we aren't going to get much area of contact. In addi tion. concrete tn this position is going t<be relatively dry due to the potroom heat-- the only source of moisture i* up through the concrete footing. curium* while he wa* also in contact with the |tol--receiving a severe shock. !nvengation revealed that the same hazard e.vi-ted us otheT poirooms. As a result this procedure wa* `topped and arrangements made t< -tore the week-end's supply oi rodded anode carferxx* in locations that did not crate a hazard even though they were tes* convenient. INSULATION--CRANE HOOKS Before leaving the potroom area in our discussion of insulation, a few points rela tive to crane hooks are worth looking into The crane hooks must be insulated from ground not only as a safety measure but also to avoid shorting out the potline when performing such operations as filling the ore hoppers, installing crucibles, and so CONCRETE AISOR1S MOISTURE To understand what happened, consider dial concrete is porous and contains a cer tain imouBi of free alkali. With the soil covered, moiturc is no linger removed by forth. A mechanical hazard also enters the rcene at this point, since if current flows up through the hook to the cables, to the drum, and then to the steelwork, and to ground, the arcing at the pulleys and the drum will damage the cable. This can mean sudden 2D Metals Industry tatlure of the cables tile next time a heavy Dad is lifted. Providing insulation is easy until we see what conditions must be met. The installa tion must be rugged, it must present a mini mum hazard to the man handling the hook (setting carbons tor instance) and the re quired increase in building height over that mr an uninsulated hook must be held to a minimum. So far our insulating lias been dune be tween the lower block and the hook. Here are some examples of insulated hooka in the range of six to 10 tons. All three are ade quate from the standpoint of voltage alone. The "A" hook accomplishes insulation (note the yellow area) without requiring an in crease m building height--but look at the itaxard it presents to the man liandling the hook. A slight miscalculation in placing a .-hng or otherwise engaging the hook would result in the man being in contact with ground. If he should happen to be standing with any part of his body in contact* with a pot (such as when digging a pot) he would be a candidate tor electrocution. There is also much danger oi grounding a piece of ener gized equipment through the grounded part of the hook when engaging the hook with resultant damage to the cables. You wouldn't expect us to use such a hook in our plants and we don't. However, such a hook could be acceptable under conditions I will outline later. REDUCES HAZARDS The "B** and "C* hooks greatly reduce the iiazard* present in the hook on the left. The distance between the point of the hook and the nearest grounded part is several times that of the "A" hook. The "B" hook has an additional feature in that the insulation pro jects slightly, making is difficult to develop a leakage path across it and making the tnyulauon readily apparent, thus tending to remind the man handling the hook of the hazard. Note that with the "'B" and "CT* hooks that some 13 inches and 18 inches, respec tively. of addition building height is required (for a given hook to ground maximum dis tance). This will add in the order of $15,000 per potline (two rooms) for increased build ing costs. Primarily to obtain increased safety, but also to avoid spending some of the $15,000 per potline, we are considering insulating the drum and gear box while using the simplified insulated hook as per "A". Then the insulation at the drum and gear box pro tects the potroom worker and the hook insulation protects the crane cables. With the insulation so arranged there is virtually no hazard to the regular potroom workers who constitute the major exposure. Since the crane only has workers on the bridge when it is being sen-iced, the ex posure to the hazard is greatly reduced. Also the crane service crews specialize m that activity so they can be more readily made cognizant of die possible hazard The insulation at the hook keeps the cables from being energized when the load is touching some part of the potline. Then if the crane men break the rules of good crane operation with a sidewise pull there U no arc as die cables touch the bridge girders. There is one note of caution about in sulated crane hpoks--assembly must be to exacting standards with respect to clear ances and cleanliness of the insulated areas. We had an insulation failure recendy in a type "C` crane hook that caused us both equipment loss and production loss--no one was hurt fortunately. It turned out that in correct clearances at the ends of the center bolt (black) plus dirt had caused the breakdown. The hooks are tested regularly with a resistance measuring device--and this one had passed its last tbs*. Subsequently it was determined that the test voltage used by the resistance measuring device was of the same nrder as voltages that the hook insulation would normally experience--so there was no *atcty margin. In the future the hooks will be tested with voltages at least twice the potline volt ages to provide a reasonable margin of safety. The dirt and incorrect clearances in the assemblies was due to our failure to impress on the outside machine shop doing the work the exacting standards needed for this assembly. So it is not enough to de sign a good safety device--it is necessary to see that it is built the way it was designed. .Another area in aluminum reduction plants that has stressed the insulation aspect is the rectifier station. In this elevation of a 21 1957 Motional Zdjcly c ongrcss common rectifier staiioo arrangement the major deemcal element* have been depicted with *jme arjitt'* licence. To run over them briefly, one block represent* the rectifier frame which consist* of a steel framework mounted on insulators. Installed on the framework are 12 steel rectifying tanks with associated bus-work, and various auxiliary devices* stalled in these locations so that there is virtually n* opportunity' for anyone to make contact with the surrounding energized equipment. In addition certain test opera tions are performed with the energized frame under test, surrounded with part or all of these guards. To date our accident experience with this type of construction ha* been very good. Tlie enure assembly operates at the posi tive bus potential with respect to ground. There is no enclosure which ycu might be RECTIFIER STATION--ENCLOSED FRAME In my last two chart* w<* stressed Uw led to believe by this simple block. On the matter of insulation as the principal pro right there is the anode breaker and on the lett the cathode breaker. These breaker* operate to disconnect part or all of the frame under various abnormal conditions. tective device. Now let us look at a recti fier station of a newer type which stresses the principle of isolation almost exclusively. In this section you will notice that all ener These two breakers probably should be shown in red rather titan yellow since, even though a large part of their structure is of insulating material, in most equipment some <M the metal parts protruding through or pa>t the insulating material are energized The cubicle shown in blue lo the left of the iraine houses all the electrical auxiliary .and control equipment for its associated frame. As indicated by its color, it is gized pans are completely isolated. The buses on the ceiling of the first floor are isolated with guards as before. The buse* on the ceiling of the second floor are iso lated by distance, and the rectifier frame and breakers are all installed inside ,t grounded metal enclosure. .All of the doors on the metal enclosure are suitably interlocked wuh the breakers so that when the> are opened the breaker* grounded It is apparent then that the major itazard presented by the proximity of the grounded firing cubicle and the energized frame. are tripped--de-enefginng the equipment. Arrangements have been made to perform various test procedures with the doors dosed; that is. leads will be brought out Before going to the next chart to discuss the safety measure taken in this area, let me |ust point out a few- areas where we use isolation as a safety measure. Due to the relatively low floor to ceiling height in this area, the two bus systems lelow the floor are surrounded with expanded wire mesh. The negative bu> near the ceiling of the *rvnd floor t* alo protected by i*ohtn-- this time by location. from test terminals through special openings to the test equipment. We expect that certain service opcraltwo previously performed oo energized equipment can be performed with equipment de-ener gised by revised technique*. This particular approach to rectifier station design u slightt> controversial, but >-n die other hand so wa the transition from motor controller* mounted an slate panels to the present ac On a l-Lm of the 'derating floor of die cepted practice of metal encto-wd motor -xme revuner ttaoun are the bring cubicles controller*. and the rectifier tr**ne- The yellow strip This plan view only 'erve* to emphasize represent de rubber mat kept in the oper (by the lack of red) the complete absence ating a*ie. Between the cubicles and the <>f exposed eieciriolK energized equipment frame* *r nJ<*o have ihe*e rubber mats hi* on the operating floor. This is not the whole heated b> tliew vefknv tnjw. To be surr story for new procedures must be worked that m the er*< <>i rxrtrr-J operation some body d>i> xkx walk from tlnr i/peratin* aide to the kaardoo- arc*. we V-*ve a awvaMe out fur some of the normal tot and service operations. Experience will tell ** if we Wave g<se forward in ttn&r static safety bsuntr between each r-otarir a- andzeaded W> these hue* '```'hen wurk to W dew uh a given frame. plvwod xwuhtuii* U^rtees arc in I lave tmknd this jjmiuw of electrical hazards is shni redaction with the four principles of etactrioj protection ts order to brag up the subject of a new eWctncal Metalt Industry stiety program planned lo start on a com pany wide basis in the near future. With the aid of several consultants, this electrical safety training program has been developed on a framework of these four principles- This program is aimed at in creasing the worker's electrical safety con sciousness. We do not expect to make elec trical engineers out of each worker. We do expect to develop each principle in layman terms for a clear understanding by the in dividual worker. SAFETY CONSULTANTS f might also mention that within the Re duction Division we have already placed Additional emphasis on electrical safety by forming an Electrical Safety committee at rich plant. This committee, constituted of electrically qualified people, functions in ad- dition to the General Safety Committees. With this function assigned to technically qualified people we expect much more rapid progress in the recognition and elimination of electrical hazards--as well as the training of the workers. And I bring this matter of electrical safety training in so that l may make the point--no matter how much effort we put into designing electrical safety into an aluminum reduction plant, that is only half the job--the other half U an effective elec trical safety training program--and a con tinuous one. This is the more important Half because without it, we can spend capital funds for electrical safety' until we are no longer competitive and still not produce the elec trical safety record we are striving to achieve A A SAFETY PROGRAM FOR AN EXTRUSION PLANT by A L DEIENOH safety director. Reynolds Metals co., Phoenix, Arix. A business analyse described the sort of safety program needed to handle employee health and safety in an extrusion plant. In addressing executives from the industry he pointed out that competition and a definite market made it imperative that ineffective production methods be scrapped. "The time has come," he stated, "that every individual, department, plant, works, or company in the extrusion business become more productive. This will require greater maturity of business concept and better economy in work programming. The history of business shows that with good, stiff competition, economic survival depends upon sound business management. Every individual and department must meet the atwwmic, and moral responsibilities owed the hmtswBt and people served, or fall by the wayatde. TEir metmdes all safety feopte and their retptawt safety program. la the face of thij challenge, a good aixy program of any extrusion plant has the maturity of concept to know ilir intrinw for which the business was established and to detail its particular activities to injure the success of that enterprise. What constitutes maturity? When do we judge a safety program has graduated from the level of the juvatile? A MATURE SAFETY FROGRAM Many safety programs have a false ap pearance of maturity. In reality they are juvenile. They possess high organizational status, command a respectable budget, and boast considerable action programs. Tests show however, they are babes in the wood* in inspiring people to the proper attitude towards safety. Age is not a reliable gauge for measuring maturity. A safety program may he of ancient age but in controlling unsafe plant conditions and unsafe acts of people it is Still in swaddling clothes. SuHdaes* of organization and procedure does not insure a successful safety program. 23 1957 National Safety Congress What U the plant frequency and severity continue to provide practical physical safe rate? How much do accidents cost? How guards. But our big job is to teach and much human suffering are accidents and oc inspire people to live wisely in the presence cupational diseases inflicting upon our em of danger. ployees? These things determine bow suc cessful is a plant safety program. SAFETY CAN'T REST IN SALCONY An extrusion plant safety program is mature if it successfully contributes econom ically to the investment supporting it; if it makes reasonable provisions for the safety and health of employees; if it commands re spect and has the cooperation of manage ment, supervision, workers, and the union. !f it merits and enjoys the prestige so hard won by the safety profession, it must esaktish its reputation on the basis of qintity performance. In short, it must justify its existence by showing all plant personnel how to discharge the legal, economic, and moral responsibili ties to provide a safe work environment and how to perform safely in that environmenti SAFETY KINGS FLANT PROFITS Another reason why a plant safety pro gram does not command respect is that it speaks the balcony language. Mot long ago, an extrusion plant safety engineer made a speech. He maintained that a plant safclv program would be u successful as the safety department was is selling the line foremen on the importance of accident prevention. He also said operating personnel should not be allowed to let production have prece dence over safety. He old safety should be first and production second <n all work planning and function. This U balcony language of the first mag nitude: The succeat or failure of a plant operation does not rest upon supervision. The man who sits in the front office must shoulder that responsibility. Therefore the success of a plant safety program depends In many industrial plants today, the safety tan the attitude of the plant or works man programs are little value to the successful ager. operations of those plants. Such reputation is gained because the purpose for a plant safety program is unknown. What about safety vs production? These two terms do not denote different and dis tinct things. The principles of accident pre Some imagine the sole functions of safety programs are employee benefits. They visual ize the plant safety program as nothing more than an industrial welfare unit. vention arc nothing but the best, the more efficient, the most errawmijrat way to do a job or perform a work. An accident is a work disruption. It is truly an unplanned Certainly, a plant safety program has the responsibility for the health and safety oi the employees. But, it has an equal re sponsibility to help the plant make a profit able return to the investment. This is done by reducing the cost of industrial accidents and occupational diseases. For an industrial safety program to have "rank," "status," or "recognition," it must have this dual concept ever in mind and furnish activities which reduce human suf fering ind control the high cost of work Accidents. It is impossible to eliminate the physical risks of living. A mature safety program does not carry the lords or wave the flag and unwanted event, causing people to be hurt, increasing the cost of producing, and wasting materials, machines, and men. The sooner we start convincing manage ment and department heads that safety is built-in operating efficiency, the sooner we will bring our plant safety programs down from the balcony and into the arena where they belong. Did you ever hear a safety man complain that he could not get things done--that he did not have proper management support or cooperation of department heads and su pervisors? Did you ever hear the folks in the plant say "Safety in this plant U a big joke Nobody pays any attention to safety rule*"? This is prima-fade evidence the for such a hopeless cause: Someone has well safety program is still perched in the bal- suggested that only the dead are safe from cooy. the penis of life: The only 100 per cent What is needed to correct this ? We must safe plant is the one shut down. We must present a program that will help each de 34 Metals Industry partment head get his production job done nfely and econontioJJy. We most provide the tools which safeguard the welfare of our people. We must evaluate and grasp the full un tact of the economic and moral value of our work. Whm we realize safety has the freatest potential for future growth and recognition, and when we prepare for It would be just as reasonable to break up the plant accounting department and place accounts payable under the engineering de partment and accounts receivable under the purchasing department. To separate these activities is to create organizational bound aries which slow down functions necessary to plan and execute adequate accident-cost control measures. treater rcSponstbUtiea, we are definitely on No one individual or group can carry on nur way to success. SAFETY--THE TALK OF THE COUNTRY an effective control program atooe. Manage ment. supervision, workers, and the union must recognize that each group is an integ Safety is becoming a most important ral part of the safety team. Each group <ubjcct in the American consciousness and must face its personal, legal, moral, and vocabulary. The hue and cry for greater economic responsibilities to cooperate fully, <acty in the American way of life U con- within the boundaries of its prerogatives -tantly heard. Industrial managements con- and duties. The successful safety program rider it a must. Unions demand it in every will weld these groups into a task force labor contract. Government is enacting more for a solid frontal attack upon accidents. and more legislation to insure it In busi ness, schools, homes, farms, dubs, associa TEST SAFETY PROGRAMS tions and in every human activity today we The old saying "the proof of the pudding nnd strong, active safety programs: is in the eating" can determine whether the Safely people must meet the leadership plant safety* program is doing's man's job. requirements to pilot a quality safety pro What is our standing in the National Safety gram in the extrusion industry. Every Council contest for the Non-Ferrous Metals safety program must function on a sound Section? Are we winning our share of the business basis. This means greater con Awards presented by the Council ? How ceptual, tc. .ucaf, and human skills be ac does our plant frequency and severity rates quired by safety specialists. campare with the National average--with What are the marks of maturity in an extrusion plant safety program? 1. When our organizational unit has all the related plant activities under the jurisdiction of the plant safety ad ministrator. i, When we have a team oi manage ment, supervisors, employees, and union which work together to insure plant safety. 3. When we have an action program . which produce* a safety record that denotes success. 4, When the plant safety administrator has bees moved into staff position in the plant organization. the rates of other units, works, or plants within our own company? Do oar moothly and annual reports to management show decreasing accident costs? What about attitudes? Is management receptive to our budget recommendations? Do department heads and supervisors regard us a* worthy help and call on us for solu tions to health and safety problems? Do the workers speak of "our safety program?" Has our safety activity gone from the plant into employees' homes? Are we as plant safety people discharging our civic duties by joining the forces combating all accidents in our communities? The answer to these questions will indicate the success of any extrusion plant safety A divided world cannot solve international problems: Neither e*a a safety department ! function mtelligmitly and efficiently when 1 brokoi up into separate sections under de partments of tsirelated interests and activ ities. For efficiency of operation, we group related functions. program. The final mark of identity to show that maturity has come to the plant safety pro gram can be resolved upon this question: "where is the safety department located on the plant organization chart?" Does the 25 1957 National Safety Congress safety administrator have prestige? Does lie report directly to the plant manager or has his departnxst been relegated to the sub-department status? Has he been made to report to a department head who neither understands nor is directly concerned with efficiency of plant operations? In the smaller plants, it is practical to combine the safety activities with the func tions of some other department. When any plant can economically justify a safety de partment however, the safety administrator should not be cluttered with red tape, nor forced to battle frustrations which inevitably arise when he must report to a department head who is not conversant with the prin ciples of administering a plant health and safety program. Here U a simple formula 10 insure getting plant safety programs out of the balcony and Into the arena. First, every person in the safety business should hold the strong conviction that his profession is one of great worth and value. He not only contributes to the economic success of his companies, but he is making a vital contribution to enhance hetman value?. Be proud of your profession. Second, be a booster of your profession. It is very obvious why the great state of Texas has become so well known. Yours is a noble and most useful endeavor. Make its virtues known wherever ygu go. Third, have confidence that you can and will bring to your particular safety program the respect and dignity justly entitled.^ TOP MANAGEMENT'S RESPONSIBILITY FOR SAFETY by HU*EKT C. SMITH vice president, in eharge of operations. Eastern Division. TTte Colorado Riel & Iron corp^ Claymont, Del. Industrial safety is simply applied common sense and good business. Naturally, we are concerned with costs. A poor mfety and accident record is a very expensive thing. But we are more concerned with the health and welfare of our employees, and with the reputations of our companies as good and safe places to work. To succeed, a safety program must be well organized and carefully ran. However, in any social grouping an element of danger exists because of people moving and work ing in dose proximity. Tbeir very lives may depend"*on their knowledge of the situation, and their treating it with the seriousness it deserves. Safety is a joint responsibility and is unique because accident prevention cuts straight across every industrial organization and involves everybody--without exception. Management has the responsibility for de veloping an effective safety program, one that wiil furnish the necessary guidance and 26 direction to make our plants safe places m work. The employee must accept aod utilize the advice and guidance offered and follow the rules and regulations prescribed. create "Safety cumatf* Howevcr. managcjucm has a further re sponsibility in aetadcat prevention--it most establish and maintain the proper "safety climate." The climate amat create a condi tion will induce every employee from top management down the tine, to think, breathe, feel and live safety at all times. This climate, if properly developed, will be reflected in safe practices at work and also in the home and the community. An employee who trips oa a tattered stair carpet and injuries himself is jost as much a loss to the company as one injured on the job. American industry has accepted and pro moted this idea of a safety climate through out the years. American management recog nizes that failure to create and maiptri" such Metals Industry i climate is dangerous to management and bbor alike. Success or failure depends upon a close working relationship between management id the employees. There can be no disrup tion of communications, none of the "let George do it" attitude, no abrogation of the mutual responsibility for accident preven tion. Since management directs the safety pro gram and the employee cooperates by fol lowing the direction, who administers the program, calls the signals and runs the plays? Most idmlly situated in the management iructurc is the supervisor. His position as first line of management with direct con tact with the employees makes him the ideal person to implement a safety program. But be must have complete support of all levels of management GOOD HOUSEKEEPING \ plant manager or department superia*adent wbo condones cutting safety corners. *ho procrastinates remedying a dangerous noditiow or feels human lives are secondary production cannot justifiably criticize his upenrifor if he acts in a tike manner. The practice of safety is a continuing process i<jt all lewis of management. It is mainly ci the normal things a supervisor does that wit orientation shows through, and he sells r destroys a safety program. A high correlation exists between a good aiety program and a good housekeeping program. We want our people to think and set in an orderly fashion. A plant with strict housekeeping standards is conducive to such thinking, and to such behavior. We are often judged by employees and visitors on the basis of our appearance. . But in addition to appearance, a good and continuing housekeeping program means everything in its place, and the by-products of work promptly removed. Things art not left around to become hazards and our people are trained in orderly methods of iloing things. . A safety program depends on seriousness of attitudes; there is no room for pranks or horseplay. The factory clows is a menace to every other job, apd a menace that is accentuated when he is the foreman. If the supervisor approves, or actually participates in jokes or horseplay, they may spread to uncontrollable proportions. There's nothing as tragic as a tittle joke which backfires and brings pain instead of laughs. The one irreplaceable essential value is human life. An organization exists only for what service and value it can give to hu manity. We can replace anything in our concern within a matter of days except our people. A safety' program is essentially de signed to protect our most valuable assets. STEEL MILLS AROVE AVERAGE Statistics indicate that today's steel null is about twice as safe a place to work as an average mill or factory. Year after year the accident rate in the steel industry has been reflecting the efforts of management and labor alike to make our plants safe. The watchword "Safety First" was bom in the steel industry around the turn of the century and the industry has continued to lead the way in teaching safe practices to its people. - In 1955 steelworkers suffered 4.10 acci dents for every million man hours worked compared with 6.96 for all industry. In (950 statistics reveal that steel workers suf fered 4.63 accidents for every' million man 1lours worked. Continued diligence and ap plication of safety principles will result in even more remarkable records of achieve ment for safety in our industry. A carefully organized and well managed plan must meet certain specific criteria. SAFETY PROGRAM CRITERIA 1. It has the complete and enthusiastic endorsement of top oansganent. This does not mean that management issues some vague statement or appears periodically at dinners to present award*. Rather, it should make its support of the safety program clear, forceful and unmistakable; and em phasize safety as a management function. 2. Collective bargaining representatives should be included in planning and promul gating a safety program. Their support and ideas should be actively solicited. 3. The individual charged with the main tenance of the program mutt be qualified and imaginative. He must be a person of vision and a super-salesman; a person short 27 1957 National Safety Congress of this, means a program short of full success. 4 A safety program is a moving and continuing thing. At well as the constant program to create the proper attitudes, each job must be continually studied, and the en tire force continually on the alert to elimi nate hazards and make the plant a safer place. 5. Front line management must be coolinuaJly sold and resold on the basic need for good safety practices and an active safety program. Further, they must be con tinually trained themselves in safe practices. They cannot spread the safety doctrine un less they understand it, and they will not unless they believe in it. Without their active and intelligent support, your entire program is doomed to failure. 6. An active program for helping the ac cident-prone employe* should exist Very often it develops that he U not accident prone at all. He just has never been trained to work safely. To those responsible for maintaining * safety program, 1 recommend a policy of the same combination of firmness and fair* tteas evident in all employee relationships. You must insist that safety ts taken in the utmost seriousness, and never is allowed to become a joke or a light matter. All safety rules and procedures must be followed, and supervisory employees reflect, by thrir attitudes, what safety wean* to them. Fairness in listening carefully ti> all safety tomplaints. Investigating promptly, and correcting immediately where necessary will help make a successful safety program. To be effective, you most Kek and earn respect as an individual and also command professional respect. The National Safety Council, through its conferences, publication* and displays, offers you excellent opportu nity to do this.4ftt SAFETY COMMUNICATIONS IN THE FOUNDRY tsy TOWN W. BURNS manager, Employe* Relations, foundry Dept, General Electric c SdieMebdy, N. Y. Everybody enjoys a smorgasbord since it affords him the opportunity to select as much or as little of a variety of foods ac cording to his own tastes and needs. What 1 offer is a smorgasbord of ideas--ideas for reducing foundry accidents by communica tion techniques. Every idea has a valid use in accident prevention. Some cost money-, others cost the time and effort of manage ment, Some will be adaptable to your busi ness, others you will find less useful. There* is important money to be added to the profits of your business by effectively preventing accidents and occupational dis ease. Important and appealing as the hu manitarian aspects of safety may be, the tact js that a safe foundry pays off in cold, hard cash, and can be sold to management on that basis. Most effective methods and techniques ii<nt to create and maintain interest in ac- 28 eldest prevention are not new. Many are used in industry and practically all are in cluded in the National Safety Council** bag of trfrfcs. COMMUNICATION METHODS N'ew, novel, and fresh approaches and variations can be used to uuinLala employees' and management's interest in the safety pro gram. But, too oitea a safety director's desire to be original cloaca hU eyes to the true value of the more basic porta of a safety program, A comprehensive oooaannieatkm program should include both individual and group approaches. The personalized approach takes into account individual differences in ability, interests, and learning tana However, most people are gregarious by nature and respect the group's opinions. That it is also acces sary to use the gionp approach. Metals Industry The combination of methods and tech niques should provide for periodic repeti tion of safety messages that motivate and instinct. Forgetfulness, and carelessness dally underscore this need. A safety rule is worth less if it is merely words on a paper, circu lated to management by the safety director and then forgotten. It must be taken out of the files and made into a living thing. Safety rules should be formalized, put into writing, explained to employees, and then re-explained when necessary and on a regu lar basis, FACE TO FACE COMMUNICATION Pace to face communication is the oldest method and remains one of the most effec tive. In industry this type can be used best by the emploiW* immediate superior be cause be is closer to the employee knows him best, and has the greatest opportunity for establishing rapport. To the average employee hts foreman is the company, and it is essential that a good job of communi cation be done at this level. Where face to face communication fails, other methods arc of questionable effective ness. For example, if a first-line foreman merely give* lip service to safety, if he is unconvinced of the moral and economic ne cessity of a safe operation, that any printed or spoken word from top management would probably be meaningless to His em ployees. Other distinct advantages of using face to face communication are: a personal ap proach enables the communicator to tailor hi* communication to the individual, and it appeals to the employee's pride and prestige, for almost everyone likes to be consulted personally, it's a quick way to deliver the safety messages included in the daily in structions to employee*. 1c disseminate* in formation when it is impractical or incon venient to bring the group together. For best results the foreman should talk to each employe* individually at least once a week. Face to face communication is one of the most effective ways to instruct an employee on the safety precautions for his particular job. The first-line foreman must know what the hazards are. To assist our foremen in detecting these hazards systematically, we instructed them in the technique of making 3 job hazard analysis for each job they -upervise. The form used questions the hazards in volved in each important step of each job, the safe work habits to teach the worker, and the safety equipment needed. Foremen are encouraged to enlist their employees' aid in making these analyses. In this way the employees' job knowledge is utilized. It is easier to convince an employee to abide by the safety rules if he helps formulate the rule*. When an analysis is completed it is used to instruct new employees and re-iiutruct old employees. Only if safety rules are soundly conceived, thoroughly understood, and strictly enforced by disciplinary action when necessary, are they effective tools for prevention of accidents.' Group behavior can differ widely from the behavior of individuals who nuke tip the group. Everyone is subjected to the opinions, taboos, prejudices, and propaganda of his group. The round table discussion is a group approach potentially one of the most effective techniques to communicate with the employee. - ROUND TABLES These small, informal group meetings are held by the foreman for his workers and should be conducted in a friendly atmos phere. This is conducive to a free discus sion of the operations, and questions are welcomed and completely answered, sugges tions solicited, discussed, and apprised. Usually round table meetings are held in a conference room. In the boss' office, or some other place with privacy. The main danger in this communication technique lies in the fact that round tables are actually guided conferences and can de generate into time-wasting gripe sessions if not skillfully handled. The degree of suc cess achieved Is determined by the skill of the conference leader. work place safety meetings A short safety meeting on the factory floor is another valuable communication tech nique. It is one of the fastest means for a foreman to deliver an urgent message to all his employees. When these meetings are held often, but on an irregular schedule, the urgency of the meeting may be concealed if desirableThese informal meetings are easy to hold rincc no advance preparation is needed tnso- 29 1957 National Safety Congress fat as mtfiinf room facilities are concerned. to the employee's home are well received However, the content of the meeting should This personal contact with the manager ip. be carefully planned Such a meeting can peals to the employee's pride and desire to follow an accident or near accident some* he consulted. The safety letters work best where in the shop with an analysis of the if they are part of a systematic letter cam. causes and steps necessary to prevent a re paign covering all phases of the business. currence. The National Safety Council ha available ten books of canned five-minme SAFETY SUGGESTION FLANS safety talks- They also publish a new talk every month in INDUSTRIAL SUPER VISOR. Another valuable aid that enables em ployee* to communicate with management about safety hazards or improvements in The canned talks are excellent when used the safety program is the suggestion plan. as source material. But when they are Suggestion boxes well supplied with blank merely read to the employees, they are of forms arc placed throughout the plant. questionable effectiveness. The more closely Posters on the boxes urge employees to turn a foreman can relate the subject matter of their ideas into cash. these meetings to his own problems, the more effective they can be. Good posters promote participation but the best advertisement for any suggestion plan ULLETlN ROARDS AND IILLBOARDS Bulletin boards and billboards are two other communication methods which success fully sell everything from toothpaste to au is the way it is administered. If the sug gestions are promptly acknowledged, thor oughly investigated, carefully evaluated, equitably awarded when adopted and thor oughly explained when rejected, employee- tomobiles. They are also being used effec tively to sell safety. For several years the National Safety Council has offered a va riety of colorful, eye-catching, bulletin and billboard posters and doth banners with terse copy and vivid illustrations. Some arc dramatic, some are comical--all are effec tive. These posters are changed semi-monthly. For best results bulletin boards should he located at the ends of aisles where em ployees see them while walking towards them, near drinking fountains, lunchrooms. <ir wash rooms, or in any location frequently passed or visited often by the employees. The center of the board should be located at eye level approximately 60 inches from the floor. The beard should be attractively painted, glass enclosed, and restricted to will have confidence in the plan and par ticipate frequently. Employees have used the suggestion plan to pressure foremen to correct certain un safe conditions. A few employees told in vestigators that they notified their foreman of the hazards but the foreman failed to take corrective action. They say that their reason for submitting the idea as a sugges tion is not to collect the SS or S1Q safety award, but rather to get the hazard elimi nated or minimized. There have also been instances where tbe award has been made before the suggested work was completed. The suggestor com plained that he turned in the suggestion not for the award but to get the unsafe condition corrected. safety posters exclusively. Posters should be SAFETY COMMITTEES changed frequently for they lose their effec tiveness if left up too tong. !t*s best to "program^the posters to make certain that the major hazards of a given area such as back strains and eye injuries, are covered periodi cally and given proper emphasis. A communication technique that has been tried and talked about often during recent years is the use of safety committees. These committees may he comprised of employees from a single foreman's group, from sev eral foremen's groups, or even from several One effective way to stimulate employe* departments within a given plant. interest in posters is to conduct a poster contest and award a suitable prize to the best poster submitted during the contest period. They assist in solving the safety problems encountered when they inspect their facili ties, or in solving problems presented to them by other employees or by management. Letters from the manager mailed directly The major advantages of this approach are 30 Metals Industry that the employees accept the safety program meeting which is partly based on a quarterly more completely because they are a part of safety inspection. it. It is also a good way to teach safety. Each foreman's area is inspected indi In the General Electric company the basic icsponstbUity for safety* lies with the fore man or the first-line supervisor. For that reason we do not advocate the use of safety committces in the generally accepted sense of the designation. However, our foremen are helped by safety observers. The number of observers a particular foreman appoints would depend on the lay vidually by the foreman, hi* safety observer, and the staff safety man. The inspections are thorough and include a careful examina tion of the facilities, housekeeping, personal protective equipment, unsafe work habits, and an appraisal of the safety conscious ness as revealed by pot interviews with em ployee*. PLANT INSPECTIONS out of his facilities, the number of em The safety specialist takes extensive notes ployees he manages, and the extent of the on each inspection. After the foremen's hazards. Our safety observers accompany areas are inspected, the safety' specialist sub the foremen on their weekly safety inspec mits a written report to the manager of the tions, and also conduct their own daily in- foundry operation. The report classifies the pcctions. Safety observers are also trained observations as being items requiring routine in the back pressure arm-lift method of maintenance or major problems. artificial respiration. Routine maintenance items, such as re management newsletters, meetings Many companies send management news letters to their foremen arid first-line super visors. When the newsletters arc carefulfy edited to ensure a balanced, complete, brief overage of timely, interesting, informative, and helpful items, they are well read and are a valuable communication media. If you have or are planning a manage ment newsletter, include an item in every ivvue which deals with some phase of the iiety problem. There are newsletter serv ice* available, such as Management Informa tion For Foremen and Supervisors published weekly by the Elliott Service company, Inc The Foreman's Letter is published bi-weekly by the National Foremen's Institute and fea tures articles on safety regularly. Regularly conducted safety meetings with foremen and first-Iine supervisors is an other effective communication technique. They afford middle and top managesnmt an excellent opportunity to re-emphasize the importance they place on thdr safety pro gram. The foremen discuss their safety prob lems, or problems that affect the entire placing a broken guard or repairing defec tive equipment, are the foremen's responsi bilities and usually the orders are placed or the work is done before issuing the written report. However, th#y are still included so the report fully indicate* the condition of the foreman's area at the time of the in spection. Major problems are momentarily unan swered since they are intricate and involved. They require intensive investigation, or are problem* which at first seem to involve '(cable expenditures to correct. The report is carefully studied by the foundry manager and by other interested members of super vision. Then the meeting, or quarterly re view, is called. At these reviews post performance* are compared, significant mistakes and revealing successes analyzed and future plans intro duced and explained. Suggestions in pro gram administration are solicited and the report on the quarterly safety inspection is thoroughly discussed. Most of the discussion centers around the items classified a$ major problems. COMPANY NEWSPAPERS AND MAGAZINES group. Most important--It is an opportunity Company newspapers and magazines can to emphasize to management that the im be important parts of a safety communica petus for a safety program comes from the tion program. Top management can use top man. We use this technique and call our meet ings "Quarterly Program Reviews," It take* approximately one week to prepare this then to tell employees, middle management, and first-line supervisors simultaneously their desire for an accident free operation. They out stimulate interest in the various dub* 31 1957 Xatiouat Safely Cungr.'j established to encourage employee* to wear general foreman and the superintendent iheir persona) protective equipment. might not otherwise receive. However, re A picture of a new member of the Wise ports arc a poor substitute for actually Owl Club holding the shattered safety 'walking the shop'* informalty and on a glasses that saved his eyesight or an em regular basis. ployee showing the dent in his hard hat that saved hi* life and gained him entrance PERSONAL CONTACT BEST into the Turtle Club impresses employee*. This old and effective technique keep* Another picture of the safety shoe that pro both employees and first-line supervisions on tected a worker's foot from injury and their toes. Often problems are more dearlv qualified him for membership in the Happy discussed when the facilities in question arc Foot Club provide* documented proof of observed first hand. the wisdom of dressing safely. When this technique is applied better un Company newspapers and magazines can derstanding results in unproved employee also promote safety contests and report on relations. The employees* confidence in man significant saftey achievement*. Cartoon* agement is strengthened when they know the help train and motivate employees to work 1kss i* concerned over their personal wel lafely. The National Safety Council will fare and determined to stop the needless hu provide several excellent cartoons drawn by man suffering from accidents. nationally known cartoonists free of charge for use in company newspaper* or maga EMPLOYEE NEWSLETTERS zines. Another effective way of communicating They also have mats available for letter press publications and proofs for reproduc tion by other method*. In addition they otter a monthly newsletter for industrial editor* <afetv messages to employees is through the employee new sletter. The copy used should be brief and to the point. Her* also nfetv cartoons can be used *ocecsfully. with valuable suggestions on bow their pub _ The Alfred if. Best ct>. Inc. offers a lication cut effectively teach and promote four-page employee newsletter for industry -afeiv. to u*e called Your Safely Sews that deal* INSPECTIONS REVEAL TRUTH When safety and housekeeping inspection* re conducted regularly by experienced in vestigator*, accurate written reports to mid dle management reveal objectively and clearly the current condition of all facilities. The inspection* may be organized to cover safety alone, safety and housekeeping, or housekeeping alone. The inspection teams may be composed of employee*, foremen and first-line super exclusively with safety. The copy is excel lent and the art work and the layout make eay reading. Successful safety program# motivate em ployees to work safely to eliminate injurie* Safety programs that stress good health a* the sole reward for working safely nn ac tually fail to be effective. The employees may unconsciously and unrealistically re gard the reward as something they already have, always had. and always will have, visors. safety personnel, or other members f management. The methods to conduct the inspections also vary. Some teams tour the facilities as a group, others separately. Some*team* hold meetings after the in-pection and issue a joint report; others hold no meetings and submit written reports in SAFETY CONTESTS Thu* it becomes expedient to offer addi tional recognition. Safety contests provide an effective method of offering such addi tional incentive*. Contests are usually based on the accident experioices of a particular 5jroup during a given period of time. The dividually. Some assign a numerical score to each section inspected based on a prede termined value for each of the basie parts of the inspection. group usually competes against other simi lar groups or against its own previous rec ord. Most contests require the contestants to operate accident free during the contest _ Written safety and housekeeping inspec period to qualify for an award. tion reports provide information that the Often when several groups do this, the busy members of middle management, the one with the most man-hours without an 52 ` Metals Industry .icrider-t U declared the winner. Some con test* are more liberal and in addition to vfrident free performance also recognize aid reward significant improvement*. Contests are available in a variety of sizes >d shape*. Some are national, some indus try wide, others for plants in a multi-plant company. departments within a company or foremen's ?roup* within a department. Each tear the National Safety Council's contests involve more than four million workers and nine billkm accident free man-hours to win hundreds of awards. Many industry associations, such as the Srerl Founders* Society, conduct annual saicty contests for iheir members. The Asxciated Industries of New York State con- ,jum state-wide safety contests annually to "lower the accident rate in the Empire State.** WIN A CHICKEN DINNER Fur almost two years a contest has been i key part of our safety program. On the premise that our employees asso ciate themselves more readily w-ith their foremen's groups than with the department r company, we organize our Chicken Din:wr Contest. Here is how the contest works; Whenever all the employees of a fore man s or first-line foremen's group work i..r 12 consecutive months without a dis abling injury, they are their foreman's zue*t* at a chicken dinner. If a disabling injury occurs, the contest starts anew. Our <`mest is specifically designed to encourage triendly competition between different fore men'* group*. The winners usually remind the losers of the fine time they had and express toneerH ..er their missing the affair. However, the 'eem of the the contest's success seems to be that one employee's negligence can post pone the dinner for all for 12 months. As a result, our employees are becoming their brothers* keepers. If one employee observes another exposing himself to possible injury, he is warned with our battle err. "Take it easy! Don't kilt our chicken." No one wants to take something away from the entire group. When a disabling injury does occur and the employee is at fault, his coworkers usually reprimand him before the foreman has had an opportunity to do o. BULLETINS PROMOTE CONTEST To assist our foremen and first-Hne super visors in generating interest in this contest, bulletin boards were erected in each fore man's section. These bulletin boards show the group's progress toward a chicken din ner on a 12-months bar graph. They show employee* that they person ally can help their group win by teaming and obeying safety rule*. A terse statement of a different safety role and a photograph of a worker complying with the rule is posted on all of the bulletin boards every two weeks. We send the pictures and posters stating the rules to our foremen with a canned presentation about the rule to use for their own meetings. They are encouraged to con duct their weekly ID-minute safety meetings around the safety bulletin board and use the board as a visual aid. The 12-month bar graphs on the bulletin boards liave at three mouth* g picture of an egg. at six months a smalt chick, at nine months a larger chTck. and at 12 months a roasted chicken. The publicity gimmicks tor such a contest are endless. We have med pictures of egg* in a nest, pictures of live chickens taken at the home of one of our employees, and countless trick shot*. THE PAY-OFF The results we achieved from a planned communication approach are sufficiently sub stantial to indicate its effectiveness. During the 15-year period immediately preceding 1056 our Schenectady Foundries had an average frequency rate of 18.75. We ended 1956 with a frequency rate of 4.16 which was by far the lowest rate we had ever achieved in our 38-year history-. That is conclusive proof that something has happened and we believe the planned com munication approach is primarily respon sible. If your foundry ha* a frequency rate of more than zero, there is work to be done and dollars to be added to the profit side of the ledger. No safety program will work unless it has the active interest and backing of the man in the front office. Secondly, the best safely program for your foundry is the one you conceive and develop to meet your own needs. 55 INVESTIGATIVE PROCEDURE AND REPORT WRITING by WILLIAM H. COMIGAN manager. Security department. Ford Motor co,, Dearborn. Mich. The word "investigation" means "to fol low- up or malic research by patient inquiry and observation, and examination of facts." The investigator must be patient and me thodical to insure thoroughness and his efforts must he directed toward the gather ing of facts. Investigation is fact finding. In his fact finding, an investigator must be impartial. He is not out to obtain a one sided story to make a case for his company. He Is seeking the exact facts of a situation 10 determine a course of action. In the -aiety field, the safety investigator must find out exactly what happened and why it hap pened. It would serve absolutely no purpose to obtain a biased story which would tend to whitewash any individual or group of individual*. carry. When completely ailed with investi gative notes, the notebook can be filed a* * permanent record of the investigative find ings; and, if necessary, used in court to refresh the recollection of an investigator. In taking note*, our pan experience haestablished certain principles: 1. When investigating a major case, such as a fire or explosion, start with a fresh book for only that one investigation. 2. Use a separate page for each periHjn interviewed in any investigation. This will prevent intermingling of the tacts from dif ferent persons, and will simplify assembling notes and dictating from them. 3. jndiraie the date of each interview or investigation at the top of each page since it may differ from the date of the case. INVESTIGATIVE PROCEDURES To guarantee lcst results and be certain all proper investigative step* are taken, an investigation must be planned in advance. The emergencies in a plant require immedi ate action from the investigator to obtain tacts and interview fir witnesses, but he must not -tampede into impetuous or illogi cal action. He must train himself to follow 4. Identify eaeli interview with full name, badge number, and title or classification ot the person, and hi* address if he is not an employee. In obtaining the person's sur name, spelt it hack to insure accuracy- I* is advisable to include the business tele phone extension and the home telephone number of the person interviewed so hr may be reached quickly. a logical planned procedure which becomes liabitual to the point tint he can determine and record vital facts almost automatically. However, lite investigator must never allow bin actions to become completely auto matic. He must retain a natural curiosity and an imiui<itivene*s to distinguish on* in cident from another. An investigator must not slip into a rut giving minimum attention to each incident and furnishing standardized r trite explanation* which offer no hays tor corrective action. note taxing 5. Notes should be made unobtrusively and the person interviewed should never be interrupted merely to fill out the notes. The original story* can be recorded in the form of key. word* or phrases and the entire -lory filled out later by the invetigator for a complete recollection. The notes taken during the interview help you to question him further on details. .Stake as many notes as possible on what he tells you, and add notes to remind you of ihe questions you wish to ask later. A good idea is to identify these reminders by some Mtnple symbol such as a star. Bevau-e the human memory has Its limi- tatiem*. the investigator should record his findings at all time*. At the Ford Motor company, we found that a small bound note book serves the purpose and is convenient to 6. If taking notes creates any reloctance in the interviewee, stop taking notes imme diately and talk freely with the person. Thereafter, when you must write down a name or number, start taking notes at 34 Uriah Industry tint time and work gradually into a more complete recording. You also can tell a reluctant witness that notes prevent misquoting or misunderstand ing what he avs. In cases of extreme reluctance, it may be advisable to dispense entirely with note talcing during the inter view. In such cases, the investigator should v*ve sufficient time after the interview to rc.-ord alt pertinent debits before proceeding with the investigation. " Do not neglect to record negative information. Where persons interviewed say they did not observe the accident or can lumtsh no uii'imatwa identify these per* cons and note that fart. This may not help determine the cause of llie aeddent, but it can later prevent the*e persons from giving false testimony that they saw the accident and that they noted It was caused by a particular set of circumstance*. interviewing techniques \t lost 50 per cent of interviewing is bring a good listener, and recording what \Mi hear. You must make interviewee* want to confide in you, by creating mutual >-e*pcct and trust between yourself and the person being interviewed. To reach this hjective, the following procedure* are sug ar*led : 1. Identify yourself with credentials if necessary, to the interviewee leaving no Iuesttiofi in his mind who you are. and which component you represent Speak clearly and with authority. You must sell him the idea that you know your job and >ou can be trusted. 2. Explain the purpose of your work. Confide sufficiently in the person so he knows what vou are trying to achieve, and wilt feel he on help by furnishing infor mation. Show* him dial safer working con ditions can be created for all employees, in cluding himself, by determining die cause* <.f accidents to eliminate them. 3. Control the course of the interview. When interviewing eye witnesses. ask the person to tell you, in hi* own words, what he saw Do mil interrupt him at any time, even if he stray*, slightly, h he ramble.* en tirely away from the subject matter then in-rrt sufficient comment to bring him back to the proper uur. This should be confined. Itowevcr, io a minimum ot questioning. Remember you are there to bear what he has to say, and you will not obtain any in formation listening to yourself talk. Al though you may have vital questions to ask on a particular phase of an accident, do not interrupt him when he is telling his own version of what happened. 4. When the person finishes talking; go over the entire story to fill in any gaps, and to make sure you correctly understand what he said. At this time ask specific ques tions to obtain greater detail and any addi tional facts he may have overlooked. This is the time to ask questions which occurred to >ou while he was telling his story. As you ask each question you starred for a reminder, check off that reminder so you can review the sheet quickly to see all de sired point* were covered. 5. In interviewing witnesses, lx sure you get all primary details, such as: a. What he and the injured employee were doing immediately before the ac cident. " b. What did he observe at the time of the accident itself. c. Was he close enough to hear what the injured employee said Immediately after the injury. Usually statement* made immediately after an accident are the truth, as they are made on the pur of the moment. They reflect the iirst thing that come* to the injured employee's mind, and are usually dif ferent from those logically thought out many moments or hours afterward. Example* of such statements could be: "The darn thing repeated itself.'* "I knew 1 should have kept those glasses on." d. What happened immediately after the accident. This line of questioning gives 3 complete picture of the facts. If you record only the witness* or the injured employee's statement, tie will tell only what he thinks important .<><1 may neglect to relate pertinent tacts. t>. Witnesex may tell conflicting stories regarding an accident. You must determine how much weight their version hou!d carry by: a, Wkiug wliat they were doing when the accident occurred. 35 19-57 National Safety Congress (>. What was their position at the timehow far away were they? z. Were there any obstacles to prevent seeing the accident as described by the witness? <1. Was there any noise to interfere with their hearing statements they claimed to have heard? may be property evaluated. However, if he says this was told to him by others, it i only hearsay and not important. Deter mine who told him and locate this person. Trace facts to the one who started the story- His personal knowledge may be far different from the repeated version. Stories maQHtfy aith repetition. in talking to a witness or an injured employee regarding an accident always find out: Who was involved* What happened, when, where, and why it happened. Express no opinions to those you are in terviewing. Take facts as received and report them as such. Be methodical and thorough. Attempting If you secure these answers, your investi to move raptdiv usually results in over gation will reflect the facts as they actually exist, looking important facts. Don't stop at the first possible cause found. A more thorough ATTITUDE OF THE INVESTIGATOR OR SAFETY INSPECTOR Be aggressive without being antagonistic. Kemember. >ou must obtain a clear picture of what actually happened. You are the person to determine who is to be inter viewed and what must be reported. Take investigation may reveal additional and more serious factors. Treat each investigation alike. Do not classify them into minor or serious seadents. Handle the minor accidents properl) and the more serious ones will follow natu rally in proper fashion. suggestions from others but if you feel they If you ever doubt what actually occurred, wilt not help, continue on your own plan have the injured employee go over the in of investigation. cident step by step, or have a witness take Be impartial. Your purpose is to get the facts as they actually exist Do not try to sou to his position of observation so you can better see and understand his story. whitewash either an employee or the com pany. It your facts show an accident was caused by the failure to install proper safety precautions say so--this is the only way to prevent future accident*. Do not ask leading or negative questions, such as: REPORT WRITING A perfect investigation is of absolutely no value, unless it can be communicated to the person who will determine whether or not any administrative or corrective action should be taken* Because such facts are kept on record for future reference and "He slipped and fell, didn't he?" also routed to more than Me person, most "He didn't forget to put his goggles on. companies use written reports. did he?" Perm Reports It is your function to be impartial and seek the truth facts. Your opinion is not to be reported--only the facts as they exist. Where the volume of investigation justi fies the practice, it is customary to set up a standard report form for reporting various Be inquisitive. Do not rely on one man's incidents. In most larger companies a sepa opinion that no witnesses are available. In rate report form is provided for safety quire for yourself in the vicinity of the investigations. accident and take down the name and badge number of persons. Your report should show each witness and his story, and also that no witnesses were obtained if such is the case. In our company, this report first identi fies the basic company location where the accident occurred; with spaces for the plant and department and the shift of the acci dents. We next have spaces for identifying Do not accept a statement as fact with the employees involved and classification, out checking it. If a person says something age; and badge number of each employee. happened, ask him if he saw- it personally. The next line is for the specific location of If so, you can place him in his position accident and the date and time of the in at the time of the accident so his version jury. 56 Metals Industry A larger space is provided for describing the extent of injuries, and a still larger space for the causes of such injuries. Fol lowing this, approximately one-lhird of the (age is set aside under the label, "Describe What Happened." The next labeled spaces ire for identification of witnesses by name and badge number. Approximately one-quarter of the page then is reserved for actions taka to pre vent recurrence of the acadent. Space is then provided for the name of the super ior where the accident occurred, plus the ugnature of the safety engineer nuking the report and the date. The final line is for a code number for statistical purposes. AVOIDING LIMITATIONS OF THE FORM In providing this form to safety engi neer*. company representatives emphasize that the form is a guide and convenience, not a limiting, inelastic container of inlormation. The safety engineers are in structed to fill out each and every space and encouraged to add additional relevant information. For example, they indicate the tength of time the injured employee spat co the job he was handling when the acci dent occurred. This could indirate whether or not failure in supervision or training might be involved. The saiety engineers are also instructed to elaborate on any part of this report on the reverse side or on additional blank diects. The safety engineers are told not to list the witnesses merely by name and badge number, but to show what facts can be attributed to each witness. When witnesses duplicate facts from another witness, the safety engineers indicate that the second MOO' confirms the first instead of recording (he facts a second time. In such cases, they* identify each witness preferably by full name and badge number. In a rase where witnesses disagree, the safely engineer high lights the variance by a short notation show ing the essential point of disagreement. Negative information is listed, which pre vents rebutting a later fictionalized report by such persons, and indicates the thorough ness of the investigation. While it is not usual for signed state ments to be taken from witnesses in safety investigations, the safety engineer or in vestigator should know how to prepare such statements to present to a witness after an interview. A statement should be prepared after an interview, when the facts have already been obtained. Don't begin an in terview by asking a witness to sign a statemat, because some witnesses may be re luctance to furnish information on learning the facts will be oibodied in a signed statement. SIGNED STATEMENTS A signed statement can be justified by telling the witness that the investigator would like to record the entire story to In sure he does not misquote the witness. If the investigator prepares a statement for a witness who then refuses to sign, the in vestigator ran ask the witness to read it The investigator then notes, above his own signature, that the witness read the state ment and acknowledged it it true, but does not wish to sign any statement. If a stenographer records and transcribes the statement, it can be in question and answer form, or in a first-person narrative statement. Where a statement is taka under emergency conditions, the investigator can write a short narrative of the facts, which is then signed by the witness. Regardless of the type of statement, the date and place should be shown in the upper right hand corner; and the beginning should identify the witness by his name and badge number or addess. The investi gator should be idatified by name and title or position. The first paragraph also should mention that the statement is being made voluntarily. The second paragraph should begin the narrative of the witness. If the witness uses bad grammar, to should the statement. This is necessary to present the actual story of the witness, without any interpretation of the investigator. OBTAINING SIGNED STATEMENTS The statement should elose with a para graph which reads: "I have read the above statement consisting oi three pages, and find that >t is correct to the best of my knowledge," followed by the signature of the witness on the right and of the inves tigator and other witnesses on the left. The statemat should be submitted to the witness far his reading and approval. Ind- 37 1957 National Safely Congress dentally, the investigator should make sure the witness can read. Where a witness can not read, the statement should be read in the presence of at least one witness, and the dosing paragraph reworded to show that this procedure was followed. If the witness, upon reading the state ment, finds any elrTor, a band-written cor rection should be made in ink, preferably by the witness himself; and the witness should initial the statement opposite the correction In a statement covering more than one page, have the witness sign his initials at the bottom of each page as he reads it. Again, investigation is fact finding. You must find the facts, and then pass on the same facts, through whatever type oi re port is desired, without coloring than with opinions, interpretations, explanations, or excuses. In safety investigations, of course there is a place for interpretation and ex planation. But thoae functions must be kepi in thear proper places, and not interfere with or obscure the basic facts which von obtain from your witnesses. ^ OFF-THE-JOB ACCIDENTS Statistics arc such boresome things And figures rather dull. It's hundreds, millions, billions, trillions. Over which we mull. But facts are facts where ere we go Regardless of amounts. i-'uj here's some facts on accidents. And that's what really counts. it isn't always big machines With blades of sharpened steel That rob a man of arm or leg And make his senses reel. \`or is it always "on the job" Most accidents take place. Rut just the opposite is true And figures prove our cucl It's carelessness in little things At Item and on the street Xeglect in moving objects small Away from running feet. V makeshift ladder, sliding rugs. KJectric cords that spark A disregard for cellar stairs And stumbling in the dark. Crossing where oo crossings are While looking at the sky. Driving oo a slippery rood With milestones whirring by. These are the things that take a toll We all should frown upon So watch for them when off the job. As well as when you're on. --Humble Pipe Line Company, Houston, Texas 38 A PLANNED CAS JOB (A Skit) CAST N'amtor .................................................. Superintendent of power k steam........... .. Superintendent of industrial relations..... Superintendent of blast furnace........... Superintendent of coke ovens..................... Superintendent of combustion engineering. Superintendent of njcchanical department.. Safety Supervisor................................................. Superintendent of engineering............ . Pipe foreman.......................... Demonstration of the job cast *. Pipe foreman................................................ Man on manometer and telephone............... Safety man........................................................... Pour men in pit....,................................... Man on oxygen tanks. -.. .John Lowey, Cleveland John Alexander, Cleveland Edward Mandry, Cleveland ........ ,.P. Johnson, Chicago .....-----H, Kelly, Chicago ....G. Gockstetter, Chicago .........R. Knuis, Chicago ...Philip Lapiih, Cleveland .... .C. W. Bruce. Chicago ................ W. Ryder Chicago .............. W. Ryder, Chicago . R. McConnachie. Chicago ......,,P. Lapish, Cleveland ............. P. Wright, Chicago G. Cox, Chicago X, Wiberg, Chicago W, Hdtner, Chicago .... McCaslin. Chicago N'aiulvp* (Spot or narrator, alone at lectern. Stage is dark.): Gas is one of the most useful fuels available to man. It is also one of the most dangerous. Today we arc going to consider a typical problem in tolling gas. There are a number of ways to tackle this problem, but for demonstra tion purposes, we shall show you how it would be tackled at the Cleveland district <teci plant of Republic Steel corporation. Similar methods are employed elsewhere in the corporation. This demonstration is a joint effort of the Cleveland and Chicago Districts of Republic Steel corporation. (Spot fades; light comes up on meeting of committee cm stage, all face audience). At the Cleveland plant, any problems in volving gas are handled through our gas committee: A typical meeting of the Gas committee would look like this. The chairman of the gas committee is the superintendent of the department ro which the work is to be performed. In this ease, the power superintendent, a regular member of the committee, is also chairman. Die other members are the blast furnace superintendent, the coke plant superintendent, the combustion superintendent, the mechani cal superintendent, the safety supervisor, a representative from the engineering depart ment, and the superintendent of industrial relations. The mam purposes of the committee are to eliminate, where possible, working on gas mains which are under pressure, or, to set up safe procedures where this is not prac tical ; and to make any recommendations that it feels necessary to insure safe opera tion. isolation and repair of the gas distri bution system. The committee posses on all procedures, breathing equipment, scaffolds, and gas pres sures prior to starting any job. N'o work shall be done cm any gas main under pres sure, or where it is necessary to use gas masks, or on any questionable job involving gas. without the approval of this committee. A very* important function of the chairman is to see that minutes of the meeting arc kept carefully. Eventually these minutes will he the "biblc" of the job and they must he accurate and complete. But the meeting is getting underway. Lei's turn up the sound and hear what is going on. Powex Suit,: (Project.map of area; point out places mentioned.) I have called this meeting to find a safe nay of blanking under pressure a M inch gas line carrying coke oven gas from the No. I coke battery to the main power station. I want all of you to be aware of what is involved, so we can provide gas connections to tie in the new C boiler. 39 1957 Notional Safety Congress This wiU involve two additional connec tions to (he 24-inch gas main to extend the gas to the main burners on C boiler. The end of the existing line has a 24-inch blind flange. This connection involves no welding or burning, but will involve opening the end of the line to remove the Range and the blank. * The second connection is to make a six (Project map of this area) Well have the purge machine at the west end of the River Terminal bridge and we'll tie it in tn a 12-inch stub on coke oven gas tine at that point. The purge gas will Row about 200 feet northerly to the shut off valve and about 2.000 feet to the power house. It will take about an hour to do the purge job. The combustion department will regu inch saddle weld connection to the existing late bleed off at the shut off valve. Well eight inch line, which supplies coke gas to purge through the pilots on A ft B boiler. the pilot on A and B boilers. The six inch gas connection will supply coke gas to C boiler pilot. Coke Oven Surr.-. How tong will th>* take? There will have to be some arrange ments made to take care of the surplus gas This work wilt be done by outside con that l will have at that time. tractors after the line has been isolated and purged. This means that the coke gas line must be shut down. Inasmuch as this is an old valve, we cannot rely on the valve to give a positive shut off so nell have to treat this job as a gas job. Now our problem is this--the 24 inch Comsustion' Surr.: We will dispose ot your surplus at the strip mill by using it to replace natural gas. If you have more than thev can use, you will have to make arrange ments to bleed and bum it. All in alt, we'll have about 500.000 cubic feet of gas per hour to handle. valve won't shut down completely. We know this because when we tried to shut off the valve* we can give it only Si turns when we should be able to make 56. I believe we can do this job with gas under the maximum allowed four inches of water pressure, by shutting the valve, dropping the pressure and inserting a blank. Industrial Relations Surr.: It we are going to have outside contractors in, we -houid have a meeting between our people and the contractors to see they thoroughly imderstand their job. Power Surr.: Fvc already made arrange Mechanical Surr.: Let's look at the job It involves work in a pit and we can't do much until the power house drops the pres sure down. Power Surr.: f can do that in half an hour. Pirtrirna Foxeman : It will take my pipefitters about IS minute* to close the valve. By having every other bait out of ihe Range prior to the actual blanking, we can speed up this first part of the job to about an hour at most. Combustion Surr.: I reviewed the blank ing job with the mechanical department and ments. I believe this will take approximately four CostsusnoN Supt. : Where are you going hours. to get gas to operate the power house while Envuseebixc Suit. : Why not try a water this if going on? seal? This is a dual type gate valve with Tows* Surr.: We will fire coal on A and tapped connections provided on the bottom ft boilers to replace the gas and provide a between the gates and also with tapped jxjjitivc flame in case we lose our blast fur connections on the bonnet We could supply nace gas supply. city water on the west side of the valve and 5 \rtrtx Soria.: What do you intend to putting a JO-foot riser pipe on the other connection would give us 4J pounds pres use for a purge on the line ? And where do sure. That's 1J pounds in excess of the sou plan on bleeding gas? coke gas pressure on the oven side of the Power Surr.: Because of the great vol valve. ume of gas in the length of the pipe, we do not believe cither steam or nitrogen gas should be used. There will also be a great lots of the purge gas during the time the blank is inserted, so we will use our purge machine set up by combustion department. Power Surr,: IVe can try water seal for blanking, but we must have a blank in the Une at (he time that bunting and welding is done. 1 don't believe a water seal would be safe for the burning and welding work on the pipe line. 40 - Mttols Industry Blast Fubnace Surr.: What day of the week are you planning on doing this job? Engineering Surr,: The contractors will have their work completed by Tuesday and l think we should start this job Tuesday afternoon. Blast Fubnace Suit.: We will have a stop on #4 furnace on Tuesday to repair a cold blast valve. You better do this job on Wednesday if you want normal blast fur nace gas to the boilers. Industrial Relations Surr.; This job had better start first thing in the morning. As you toiow, we do not normally plan ga* work after dark. Well have to complete this work before dark. and then remove all but four prior to the actual shutting down of the valve? Won't be down so long that way. Mechanical Surr,; Well go along with removing every other bolt, but I won't go along with removing all but four. There is too much change of gas leaking that way, and the men in the pit might get hurt. Industrial Roations Surr.: We cer tainly want the job done as quickly as pos sible, but we are not going to sacrifice safety for speed. Blast Furnace Suit.: Why not arrange to have gas checks taken in the pit while the men are removing the bolts and at the first trace of gas, put their masks on? SAfTTY Surva.: I just want to remind you fellows that this is a gas job and you know what that means. The pipefitters will have to wear work masks and you will have to supply your own standby safety men to work in the pit. Industrial Relations Surr.: AH these men should be reminded of the safety aspects of this job and have their equipment inspected before starting work. We want to be sure that these mat know what they are doing and how to do it. Saitty Suf'-*.: Who is going to supply the manometer? Combustion Surr.: Well supply the manometer. We have to tie in the coke plant and check the pressure so the power house cajt bleed on the other end. We'll set up sound-powered phones so well have in stant control at all time*. I believe that we will be able to regulate the gas pressure down to within one inch of equivalent water pressure. We shouldn't go below this because of the volume of the gas and the possi bility of drawing air Into the line and creating an explosion. Power Surf.: We'll regulate pressure in the gas Une at the boilers with our valves to the burners. We will compare pressure readings with the combustion manometer at the job. Mechanical Surr.: Inasmuch as this is a coke ga* job, well make sure that all of our people have nonsparking tools and spreaders. We certainly don't want any explosion or fires- Blast Furnace Surr.: Why can't the pipefitters change all bolts prior to the job Sattty Sutvr, : That's OK while the men are removing every other bolt, but once (hat's done, the masks must go on. Mccha.vical Surr.: Who is going to be there from the safety department? And who ts going to be the coordinator to be sure the job is don* in the proper sequence? Safety Sutvr,: Til be oo the job repre senting the safety department Power Surr.: I have lined this job up to coordinate between combustion, mechanical, engineering and the outside contractors. I will be in a position to call all signals on this job. If you have any questions, see me. Sawy Surra.: Since this is going to involve burning and welding after the line has been purged, the combustion department should have their heat prover available to analyze the purge and I will check the analysts against the explosimeter, (voices fade to mumble as . .) Narrator: And so the meeting continue* until atl plans are prepared and the minutes which have been taken distributed to all concerned after the meeting. These minutes are extremely important as they are the bible of the job. Now all the preliminary work has been completed, and we are ready to shift to the pit where preparations for doing the actual blanking are just getting underway. (Lights fade on committee and come up on pit scene.) PIT SCENE Narrator: This is a model of the 24 inch ga* line discussed a few moments ago in the gas committee meeting. To those of you who are accustomed to gaining access to 41 19S7 Notional Safity Congrtis pits from manholes, this pit may look a little ovesize. At our Cleveland district, however, we do not do any gas work through manholes. Over the years, as it became necessary to do any work in pits, we dug out and enlarged them. The openings were then covered with large plates which could be removed easily. Each man actually working on the job is guarded by a co-worker in a chemox gas mask who acts as that worker's personal safety man. At the first sign of trouble, he can take the necessary steps to remove the man on the job from the area. The safety supervisor or one of tus assistants is present to check the job and the equipment being (Over-all lighting dims, and spot picks used. One man is appointed as a coordinator out two access ladders.) of the entire job. Let's just take a closer look at this pit for the moment You will notice first of all that there are two means of access to the pit . . . here . . . and here. There is also a safety block and tackle to remove an in jured man. This is a must in our district. We also have fire extinguishers, brass wedges, scrapers, hammers and wrenches which minimize the possibility of sparks and eliminate a fire hazard. On every job of this ripe we always hare a manometer. We the nanometer to No burning, welding or open lights are permitted in the near vicinity to this work. Any electric lights needed are of the ex plosion-proof type. All bolts around the flange were changed the day before this job to simplify their removal today as well as their tightening after the blank has been put in place. Every other bolt ts moved prior to starting the actual blanking. A few bottom bolts are left in place to keep the pipe in line. (Use CO* bottle to simulate escape of know the exact pressure reading m tf* fiw and hence to regnlase it acmsiSugly. These irurxvnttc-. *rr capable . ( renitni down to onMeidi of m mek d <nwr pressure. You xriB nose ta*. that a* aa ad ditional safety featwre die aw at the imhw meter has a fouad-peavevwt sdayriiMW which steam as line is opened) After the bolts have been removed, epreaders and wedges are used to spread the Hinge. Scrapers are wed to clean the joint **d remove any old gaskets. After the tome is cleaned the blank is inserted and a new gasket is inserted on the pressure permits him to aOc dwewlj a. the i*ar where the cm Wtag Med md *agalaiad This gives hue mamas ctwuiW ar -fl times The men w'-rtang <*a she ha* in^ gas mask* of a coMant-iaarf pMfiw pea*' eure type. The maafca **e iad twa *w*aa cylinder* with 2J*D puuads pattjiivi rowgttK tide of the line. Now the spreader* are -emenred and excry other bolt replaced. When the bolts have been tightened, the tsfety nan takes a check of the air to be tore that it is dear of gas. If the air is clear, the gas masks may be removed by the workers. Now the remain- equivalent *o 296 refer tear N, awos-Ms are used. Nor do wr at* --pn 11S or washed air. Each two oxvgea tyliafev* are carefully watched by aooeher worionea * m* that rhe proper pressure ts msjwtnau tf at gQ am** and to adjust h tf tt *s net. Tha "** is also responsible for norifvmg the man ra the masjt when aupply falls to 300 pounds. That gives the man to the mask ample time to leave the area. Normally we keep the flow reading on the <fial at 15 to 2D pounds mg Wtt are replaced and tightened. Gas premnre mar oew be put against the blank. Ymt have just witnessed one way to do tbU At aa alternate method we have also developed a means of swinging large goggle plate* which we win also quickly demon urate foe- yen. The ccumtun practice is to remove all the bolts except the pivot bolt Then by means of chain falls which require a double hookup and. in some cases, sledging, we swing and position the {date. per square inch. Each employee checks his gas mask before he puts it on. After it is on, the foreman We have fabricated a circular channel around the goggle plate and have wrapped a rope cable around this channel. checks it and a final check is made by the safety man. Each man's oxygen cylinder is identified with his name to simplify regulat ing the oxygen to hinw The end of the cable is fastened to a block and tackle rigged up outside the gaseous area. This can be pulled by an employee without fear of gas exposure which eltmi- 42 Sfrtatt Industry sites the need for him to wear a gas mask. This method requires only one man in a work mask to be present in the actual gas area. That man is there to direct the actual spotting of the plate and to drop the bolts in when the plate is positioned. When the plate is ta place the remaining work crew returns, puts in every other bolt and tightens then. This same method was demonstrated previously,^ ' OFFICERS OF THE METALS SECTION NATIONAL SAFETY COUNCIL 1957-58 ucnerai Chairman--J, D. HQLTZAPPLE, director of safety, Blaw-Knox Co* Pittsburgh, Pa. firtt I'tce Chairman-- R. 1, PISLE, superintendent oi Industrial Relations, Chicago District, Republic Steel Corp., Chicago,!!!. Second Vice Chairman--A. G. WHISMAN, general supervisor of safety and sanitation, Gary Steel Works, U. S. Steel Corp* Gary, Ind. Third Vice Chairman--W. R. GILLILAND, assistant safely director. Aluminum Co, of America, Pittsburgh, Pa. Secretary--D. D. MATEER, supervisor, Safety & Welfare Department, Jones & Laughtin Steel Corp* Pittsburgh, Pa. SewrUtter Editor--W. HL WILSON*, supervisor of safety. American Bridge Division, U- S. Steel Corp., Ambridge. Pa. ' Snesietter Co-Editors--W, J. if. REDWOOD, safety supervisor. Algoma Steel Corp., Ltd* Sault St Marie, Ontario. Canada; G. C PETERS, acting superintendent. Safety & Welfare. Jones & Laughlin Steel Corp* Aliquippa Worts Dv* Aliquippa. Pa. Program Committee--E. D, MORGAN (Chairman), superintendent. Plant Protection & Safety, Bethlehem Plant, Bethlehon Steel Co* Bethlehem, Pa.; J. G. CULLEN, super* visor of safety, Engine and Foundry Dtv* Ford Motor Co* Dearborn. Mich.; H. K. LAMBtE, safety consultant. Kaiser Aluminum it Chemical Corp., Oakland, Calif.; W. T, McLEAN, general supervisor of mfety. United States Steel Corp* Youngstown, Ohio; R. M. MASSENBURG, fety engineer. U. S. Strtl Corp* Pittsburgh, Pa.; A. T. POCHIBER. safety Erector, West Leechburgh Plant, Allegheny Ludtum Sleet Corp* West Leechburg. Pa. Engineering and Consulting Committee: R. A. McRAE (chairman), safety engineer. The Colorado Fuel and Iron Corp* Pueblo, Colo.; R. S. B. HOLMES, general staff supervisor. Training & Safety, National Tube Div,, U. S. Steel Corp* Pittsburgh, Pa.; P. N. LUNDQUIST, safety director. Acme Steel Co* Riverdale Station, Chicago, III.; L. C. PARKER, director of safety and fire prevention. Granite City Steel Company, Granite Cty. 11L Membership Committee: J. W, TYSSE (chairman), manager of safety, Republic Steel Corp* Cleveland. Ohio; E. J. NAGELE, management's representative. Chicago Works, Bethlehem Sted Co* Chicago. Ill-; J. C BRADRICK, safety engineer. Armco Steel Corp* Butler, Pa.: G. LUNDIE, assistant director. Safety and Plant Protection, In land Steel Company, East Chicago. Ind. 45 Contest end Statistics Committee--K. L WARD (chairman), assistant to supervisor of safety, The Youngstown Sheet and Tube Company, Youngstown, Ohio; H. L. LOWE, general supervisor, industrial Relations Analysis, United States Steel Corp^ Pittsburgh, Pa. t'isual Education Cowwii//--A. D, MURPHY (chairman), director of safety and sug gestion plan. Crucible Steel Company of America, Pittsburgh, Pa.; G. F. GRACE, product manager. Industrial Chain Division, Columbus McKinnon Chain Corp^ Tonawanda, N. Y.; R. L REICHLE, supervisor of safety. The Youngstown Sheet and Tube Company, Youngstown, Ohio. Foundry Industry Committee--G. G. WALTERS (Chairman), supervisor of safety. General Steel Castings Corjx, Granite City, IU.; J. A. DOWNEY, JR-, director of personnel ft safety, U. S. Pipe ft Foundry Company. Birmingham. Ala.; G. l_ MITSCH, plant manager, American Car & Foundry Division, Sl Louis, Mo.; W. B. GREENE, personnel ft safety director, Blaw-Knox Ox, Union Steel Dmrian. Pittsburgh. Pa.; G. L. HUGHES, safety director. The Shoxango Furnace Company, Sharpsville, Pa, Steel Industry Commutes--S. J. CROREY (chairman), supervisor safety unit. Seed Dir. J-l-19 Rolling Mill, Ford Motor Ox, Dearborn, Mich,; W, W. BRANT, safety engi neer, Bethlehem Steel Company, Johnstown Plant, Johnstown, Pa.; J. I_ MaeICENZIE. general supervisor, safety & sanitation. South Works, U. S. Sled Corp, Chicago, IB.; C S. WINDVAKD, safety engineer, Rcpublic'Steel Corp, Republic Balding. Oevdand. Ohio. Xon-Fcrrous Industry Committee: J. E. NICHOLS (chairman), director of safety, Reynolds Metals Company, Third and Grace Streets, Richroood, Va.; B. D. KENT, safety director. Aluminum Company of America, Davenport, Iowa; E. R. BURNETT, superintendent of security and safety. The Dow Chemical Company, Matffsoo. IB.; C, A. CONKLIN, personnel coordinator, St Joseph Lead Ox, Zinc Smdtiag Dr_. Monaca, Pa. Fabricating Industry Committee: E. W. ENGERER (chairman), management's repre sentative. Pittsburgh District, Bethlehem Steel Co. Pittsburgh. Pa.; C. P. VORHES. supervisor-safety, training ft employment, Jones Sr Laughlin Steel CorpL, Cleveland. Ohio; R. E. ALDEN, assistant director of industrial relations. The Steel Co. of Canada. Limited, Hamilton, Canada; W. A_ CAVANAGH, safety administraior, CutlerHammer Inn, Milwaukee Wia.; 1L S. McALLISTER, safety supervisor. Engineering Works Div, Dravo Corporation, Pittsburgh, Pa. Steel Warehousing Committee: M. R YATSKO (chairman), superintendent of industrial relations. Warehouse Div, Republic Steel Corp, Youngstown, Ohio; R. L. PIERCE, staff assistant. Safety & Employee Benefits, United States Steel Supply Div, United States Steel Corp, Chicago. I!L; R- F. SCHROEDER, manager, safety div, Joseph T. Rycrson & Son, Inc, Chicago, I1L Luncheon Axvards Committee--W, D, WILLIAMS (chairman), assistant supervisor of safety. The Youngstown Sheet and Tube Co, East Chicago, Ind. Off-The-Job Committee--C. L. R1ENZO (chairman), supervisor of workmen's compensa tion, Revere Copper ft Brass. Inc, Rome, N. Y.; F. A. GERARD, safety manager, Olin Mathicsoo Chemical Corp, New York, N. Y.; L. R. MORRISON, safety manner. American Car Foundry Industries, New York, N. Y. 46 Advisory Committee--*G. J. EIGENBROD (chairman), superintendent of industrial . relations. The Colorado Fuel ft Iron Corp, Wickwire Spencer Steel Division, Buffalo, N. Y.; *E. H. HOUCK, superintendent of safety ft welfare, Jones ft Laughlin Steel Corp, Aliquippa, Pa,; *G. O. GRIFFIN, director of *afety, Dravo Corp, Neville Island, Pittsburgh. Pa.; *J. j. NOLAN, safety engineer, Bethlehem Steel Co, Bethlehem, Pa.; *H. S, SIMPSON, manager-safety, Caterpillar Tractor Co, Peoria, 11L; H. HOL LAND, supervisor of safety, The Youngstown Sheet ft Tube Co., East Chicago, Ind.; /. L. R2DINGER, director. Safety ft Plant Protection, Inland Steel Co, East Chicago, Ind.; "P. E. GRUNDMAN, safety engineer, Annco Steel Corp, Rustless Div., Balti more, Md.; *C M. ALLEN, chief safety engineer, Annco Sted Corp., M; '-Hctown, Ohio; *J. F. COLLINS (Retired), Youngstown, Ohio; *R H. FERGUSON, assistant director of industrial relations. Republic Steel Corp, Cleveland. Ohio; *D. A. FAR RELL, director of safety, U. S. Steel Corp, Pittsburgh, Pa.; *F. W. KELSEY, super visor of safety ft welfare, Jones ft Laughlin Steel Corp, Pittsburgh, Pa.; *H. G, HENSEL, 1660 Highland Oaks Ave, Arcadia, CaliL Staf Representative---L. C SMITH, National Safety i~nnnni Chicago, I1L *Pag General rtnimmi 957 | Other Volumes in this Series URRENT SAFETY TOPICS Users of this volume will find much value in its companion volumes. Here is the list: Volume 18 Vol.No. TITLE Stock No. 1 G*mti! SetoM and Detailed index ( ill Votwncs.................................... 02247--1 2 Aviation: Aeronautical Industries Section ft Air Transport Section...................02227--2 3 laai* Steps in Accident Prevention................................................ 02227--3 4 Content and Quarry Industries........................ ........................................ 02227--4 5 Otemical Industries ................ .............................................. ............ . 02227-- 4 Goal Mining Industry................................................................ 02227--4 7 Construction Industry and Public Employment {PublicEmployee Scotian)... 02227--7 i Electrical Equipment Industry end Public Utilities..................................... 02227--1 Farm Safety ................ ........................................................................................... 02227-->t 10 Fertiliser Industry ................................................................. 02227--10 11 feed. Meat Peeking 4 Leather Industries, Trades and Services............ .. 02227--11 12 Gian end Ceramics Industry and Rubber Industry........... .................... 02227--12 13 Home Safety ............................................................... 02227--13 14 Industrial Subject Stations [Sponsored by ASSE)................................... 02227--14 15 Labor .......................... ............................. ................................. ........................... 02227--IS 14 Maritime Industries (Marine Section)..................................................................... 02227--14 17 Metals Industry .............................................................................. 02227--17 If Metals Products Industries (Automotive and Machine Shop Section Power Press and Forging Section)............................ .................... 02227--11 If Mining industry .................................................. ................................ .. 02227--If 20 Meter Tramportation Industry (Commercial VehicleSection)............ 02227--20 21 Occupational Health Nunint Section............ . 02227--21 22 Petroleum Industry ....................................................................... 23 Printing end Publiihing Industry................ ............. .................... . 24 Pulp and Paper Industry.................................................................. METAL PRODUCTS02227--23 02227--22 02227--24 25 Railroad Industry ................................................................ ................................. 02227--2S AUTOMOTIVE AND MACHINE SHOP SECTION 2* School ond College Safety............................................................................... .. 02227--24 27 Traffic Safety............................................................................. ................... . 02227--27 POWER PRESS AND FORGING SECTION 21 Tramri Industry ............................................................. 02227--21 2f Wood Products and Textile Industries........................................................... 02227--29 30 Early Morning Sewone, "Hwnan Relations and Man-Managcmcot"........ 02227--30 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 2* pages-- 25 to 4$ pa*es-- 49 to 96 pages-- Over 96 pages--* Uo9copiex Each $025 J5 .45 -60 &5> 10 to 99 copies Each $020 28 27 -50 25 100 to 999 coftcx Each $0,17 2S 23 .45 20 lOOOormort Each $0,17 25 23 .45 .70 Complete set of Current Safety Topics (30 vols.)--$9,501 Stock No. 022.17 All prices shown axe subject to a 10 per coot discount to Natioaal Safety Couaeil members. Transaction* of the 45th National Safety Congress (October 21-25, 1957, Chicago, IU.) RATIONAL SAMTY COUNCIL 42* NORTH MICHIGAN AVI. CHICAGO II, ILL. 42001)402 mm, la 022.27--1? 48 NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS AUTOMOTIVE AND MACHINE SHOP SECTION Supervising Jh Youthful Worker.......................... ... R. L Hargraves 4 JOINT SESSIONS Possibilities VS Probabilities Remarks of J. B. Hynes.............. ................................... ................................... .. & Remarks of W. A. Crtckmere................................................................................. 7 Remarks of R. H. Mooney................................................................ ......................... II Standards (A Symposium) Trade Association Standards..................... ....................... Henry <5. Lamb 14 Corporate Standards................................................... ...................... J. A. Churchill 15 Rre Standards..................................................................................... Allen L Cobb 18 POWER PRESS AND FORGING SECTION Opening Remarks of General Chairman............................C. H. Dugger 20 Safe Operation of industrial Furnaces and Heat Equipment.............................................................................. Lany I. Jaffa 22 Clutch--Brake Control Valving.................................................... A. B. Huntington 26 Officers of the Automotive and Machine Shop Section. 31 Officers of the Power Press end Forging Section............ . 33 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 1.3,000 men and women from the United States and 27 other countries to Chicago for the 45tit National Safety Congress. These people gathered to excliange the latest ideas in uie attitudes, safe methods aod safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the Nadonal Safety Council was organized less than half a century ago. a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has Introduced an atomic age which is bringing 'the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel 1 Throogh science and technology, man is progressing to increasing speeds in travel and production, and increasing danger*--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The comptete set of volumes are listed on the back page of each volume. Smear the proceedings have been edited and condensed fog reference purposes, the complete original manuscripts with any chans or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. AUTOMOTIVE & MACHINE SHOP SECTION POWER PRESS AND FORGING SECTION This volume is s record of the sessions held at.the 1957 National Safety Con gress by the Automotive and Machine Shop Section and Power Press and Forging Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Automotive and Machine Shop Section and Power Press and Forging Section cany' on *n behalf of their mem bers. and for the benefit o! accident prevention work in automotive and machine ihopt and power press and forging operations. These Sections give guidance in the preparation of a great variety of technical and educational material use ful in the day-to-day safety programs of plants operating automotive and ma chine shops and power presses. The activities of tliese Sections are under the direction of their executive com mittees, the members of which are listed at the close of this volume: Automotive and Machine Shop Section SUPERVISING THE YOUTHFUL WORKER by It L. HARGRAVES district engineer, Hertford Acei'dcnt & indemnity co., St. Louis The key to a good department safety rec ord is a good department supervisor. There fore; if safety people raise the quality of supervision they can achieve a better safety record. it is an axiom of modern industry that the supervisor is responsible for the conduct of his department A supervisor gets results through people Essentially the "people han dling" part of the supervisor's Job breaks ilawn into two parts. He must instruct or tram and he must lead. Some large plants may have training departments. But in the final analysis, the supervisor is responsible tor training--his knowledge of the job to the peopte who do the work Up to now. the tens "people'* has been general. There is a special group of people, however, who deserves special attention-- the youthful worker. WHY SKOAL ATTENTION? These youngsters enter a strange ocw world when they take their first jobs. It is a change from their nsml way of fife and changes usually cause pmMrww- Learning to be good workers means not only acquiring job skills, bet developing safe work habus and constructive It is a chance for them to grow op. a ciuixc to fulfill their desire for adulthood. Good supervision eaa aid youth by de veloping work habits aod which will help throughout fife. For manage ment, this npemme can be the ftwnfa- uoo of good employee and job ro tations. Tbc yomhiuf worker of today is the aduh worker of mtocrow. Negative at titudes developed from dissatisfaction and frustration saj carry over into the whole ndd of | rilirinnr Good superrisicB can develop wholesome, cotruc- hve attitude* and fabfes **-- win last a life time. All basiacss needs youth. Thcsr slurp eyes, quick fingers, energy and ivndhw so 4 learn arc assets. Yet young workers on un* skilled entry jobs account for much of the labor turnover and high accident frequency. So whether you have a few or many young people working, whether they work part or full-time, it's important that they get started right. Important for them. Im portant for you. Important for our country. WHO AJtC THESE YOUNG WORKERS? Each year one and half millioo young people take their first job. During one year, seven million teenagers work part or full time. Some are school dropouts--about three out of five are boys who think they will be happier working than going to school Some are temporary school vacation workers. Some are high school graduates with serious career plans. Apprentice machinists fall in that category. Ok principle of good supervision is that people "re individuals and must be treated as sou.. So it is with youth. Each one is different. HswO* They Grow? During die teens physical growth may be steady or in spans. Some muscles may grow faster dan mix 11 iTih makes young peo ple awkward and unsafe oa some jobs. Long bones may grow faster than muscles and a taS boy say dm be as strong as he looks. Doctors ay the bean doubles in site during this period and the taO boy's heart may not yet have carted its spurt to growth. If a small heart must pump blood through a ginning body, the youth tires quickly. That k sot luiafiL The alert supervisor nw be wssv ef. and give consideration to web ft; weal damaautia. Grinds son develop tmeqially, and could make the yank emerionally unpredictable. It don't mean he is basically undependable. Growing bo<Scs need plasty of sleep aod rat Thor and capacity for Metal Product* Industries speed and coordination in small movements are fully developed, but they need training on specific jobs. Hew Do They Think and learn? The young adult, especially the young man, wants to reason things out He wants to know n?Ay---not just how. He may ask questions such as "why do you want it that way?** "Why should I do so and so?** He wants and seeds to understand the principle behind the action. You'll probably find a sharpness of mind --ii you look for it. A bright lad may resmt being talked down to. Establish good relations by respecting and letting him know >ou respect kts opinion. Judgment may be poor. Getting youth to accept the fact that judgment is gained only through experience, will save then from many mistakes. They will learn from and imitate other workers--especially those they admire as well as you. Youth--boys especially--do a great deal of intellectual and emotional exploring. This is what adults call day dreaming. They search for ideals, values and understanding. This idealism makes them responsive to ap pals for team work, loyalty and high stand ards. Haw 0* They Fed? They may feel insecure. If so, they hate to be laughed at They may act grown-up and self-reliant one day and like children the oext When in a confident phase, they are prone to treat all adults as old fuddyduddies. In this mood, the world is their oyster. Everything to them is so simple At another time they may be very critical of themselves. Eva when self-critical they are reluctant to admit errors to others and are easily discouraged if ridiculed or criti cized mo harshly. Youth wants and needs to be accepted as a person ta his own right When treated as 20 adult, he usually responds with adult be havior. If he knows you are for Kim, he will accept you as a friend and advisor. What Oms Yrotfc Wart? They don't really know, and are a bundle of contradictions. They want to be treated as individuals but are fearful of bang consid ered a square by their crowd. The fear of being an outsider compels them to conform to current trends and customs in dress, slang, even the way they stand and walk. Still they want to be accepted by adults on equal terms, and this sometimes results tn ridiculous attempts to appear sophisti cated. To cover lack of self-confidence, they may resort to slang, profanity or affect "toughie" mannerisms. Human relations are Important to them. They want to like the people they work with and to be liked by them. If boy-girl, girl-boy relations took silly to you, change your perspective by remem bering your own youth. They must leant, however, that social interests must not inter fere with their jobs. Their sense of values lias not been fully developed and they may need your help in getting the right perspec tive. HOW CAN SUPERVISORS DEAL WITH yOUTH? The formula is simple. Apply all princi- ' pies of good supervision, but remember same principles take on special importance when dealing witfi youth. The south has no shop "know-how." He has never experienced what an older worker takes for granted. You can expect him to react differently from an adult Remember your first days on your first job. Develop good attitudes by making him feel he be longs. Stress the "we" and not the *T'. Show him how his work is important and fits into the overall job. If possible, tell him in advance about changes that will af fect him. The language and behavior of fellow workers will influence the youthful worker's behavior too. Encourage the kind of atmos phere you'd consider suitable for your own toes and daughters. Attitudes are caught, not taught. If you command respect, you won't need to demand it. Start Them Right You probably have a well planned indoc trination routine for all new employees. Take special pains and pay special attention to details with the young worker. They are probably scared stiff so it's up to you to re lieve the tension. No one can learn while frightened. A friendly word can be a life line ... a friendship tine; 5 19S7 National Safety Congress If possibte, segment beginner*' jobs into short units. Young people are not need to ttickuis >t one tnsk for eight boors. Don't just tell them how to do s job. Shorn " --one step st s tune--do more this they can master. On the other hand don't under* estimate their capacity to lean do. They will respond quickly and enthusiast!* cally to a challenge. Krphin the purpose of the steps. Reman* her they want to know why. Encourage questions and then let them try it, so you can put them on their own soon, Oi eourMV it is important to check irequently at first, and often rcimtiuct if necessary. However, you should itmote-- "if the worker hasn't learned, the instructor hasn't taught" Haphazard instructions to young workers often remit in a serious per sonal injury or accident Safety Guidance Young workers need more guidance in safety measures than adults. They are cur ious. Lack of experience and judgment can make this curiosity a dangerous handicaps They like to experiment With proper guid- ance experimoamg nay be useful--without guidance it eaa result ia disaster. They take more chances. Physical exuber ance leads to "horse play" and other danger ous practices. Be certain they understand afe practice rules and regulations, and rcmenher--youth wants to know why. Show Them Hew Show them bow to lift and carry and be sure they understand. The safest jobs are best for young fellows. Safety habits learned on first jobs pay off for young workers and their employees for years to come. Sperial attention to supervising the youthlul worker is vitally important to the youth of this country, to management and to the promotion of safety. By recognizing and undemanding how youth grows, thinks, feds and wants, the supervisor is equipped to do a better job. Special emphasis should be given to indoctrination, work attitudes, job training and safety. If you wish to improve your safety rec ord this year and guarantee a better record in years to come, see that more attention is paid to the supervision of the youth in your organization. ^ Joint Sessions POSSIBILITIES VS. PROBABILITIES REMARKS OF J. B. HYNES safety supervisor, Oldsmobile division, General Motors corpn Lansing, Midi. This topic covers some of the basic fundamentals of safety. The^ primary objective is not to present new taste elements in safety but rather to establish a practical viewpoint of safety elrnwaits as they show up in the early stages of planning for new and rearranged facili ties. In addition, this will establish a plan for progressive improvement in the over-all safety climate in plants. To begin with, any plant, regardless of size; has a master operating plan. Such a 6 {dan involves a definite capacity to prodoc* certain specific products. It involves produc tion schedules, and quality standards, and sales objectives. It also involves labor contracts, employee relations, and public relations. The safety of employees and the provision of safe fa cilities in the plant U a combination of employee and public relations. It is a man agement responsibility which must be inter woven into the master plan. A safety program should not be an extra activity divorced from the master {dan of Metal Products Industries operation. If it is a casual activity, em phasized only when accidents domineer, the afety progTaa loses its effectiveness. On the other land, with safety part of the master plan, there is no need for safety drives and campaigns or safety weeks and contests to keep it going. Safety Is a day to and day out job. Wjth safety a part of business in plants, someone must have the job of safety coor dinator. In small plants thU may be a part time job combined with other responsibili ties. In other cases, the plant may be targe enough to assign several people to the job. CENTRALIZE SAFETY JOS In any evat, a person should be assigned as the safety spokesman to see that safety is integrated into the everyday operating practices of the plant This person should study safety objectively and put himself in a position to advise management on safety policies. His decisions should be based on studies of accident causes, hazards and safety devices. However, even after sincere consideration of the safety problem, acci dents do occur. Any safety effort; m weak gesture or a concentrated drive, will reduce accident-fre quency. But to reach the goal of a perfect safety record is another story. Apparently the approach we have used is effective, because industry has become the afest locale known to man safer than our homes and many times safer than our high ways. But we are not satisfied with being the test k> an area where there is so much left to be desired. We must be just as keen in our search for better safety as we are in fohmg other problems confronting industry. Far too many safety decisions are made as `'hindsight'* instead of "foresight." Hazards that are as plain as the nose on your face arc somehow overlooked until an acodmt investigation. In many cases, re peaters occur where exact duplicate circum stances account for a second accident; We do a lot of re-doing in programs too, such as replacing safety devices lost in the shuf fle. In this never ending fight for life; we consistently go bade to the ABCs of acci dent prevention in the cause analysis of accidents. We follow the dictates of the same ABCs when we act on the accident cause to prevent a recurrence. Decisions are made hundreds of tiroes each day by many individuals. The big question is whether these basic safety facts, the ABCs arc in true focus in the picture. We say "No" because many people doing the planning have never been asked for basic safety as a part of their plans. The next two writers are engineers, who have had what, in the career of the average engineer, might be a lifetime of experience in their fields. These mm feel that the safety* coordinator can get about what he wants in physical plant safety if he gejs to the right people with the right safety story. BEGIN WITH BASICS Since engineers work with the basic prin ciples of chemistry, physio, and the other sciences, the science of safety would be readily accepted by them. These two gentle men have tom safety apart to see, first hand, what it is. what it does and how it could be made to perform better in industry. To them, safety is- no big, insurmountable problem. They feel that certain knowledge gained from this study of safety, aeddats. and hazards makes the problem relatively simple--providing a common understanding is reached* with safety people about the ABCs of safety. REMARKS OF W. A. CRICKMORE supervisor. Plant Layout, Material Handling & Special Assignments, Oldsmobile div.. General Motors corp^ Lansing, Mich. la applied accident prevention, one must diagnose the cause before prescribing a cure. After a lifelong study of accident causes in industry, H. W. Heinrick; superintendent of engineering and inspection for Travelers Insurance company, concluded there are really a limited number of ways to get hurt. He contends and our experience at Olds- 7 I95T National Safety Congress mobile backs him up. that there are only 10 ways to got hurt in industry. The safely department at Oidamobile analyzed 1.738 Oldsmobile accidents, and found the percentages lined up perfectly with Hdsrick's. At Oldsmobile 7.55 per rant of iflitiroi oennl# (..* ! *ti* -- 10 ways to get hurt an: J. Falls ........................................ 7.55% 2. Struck by an object....................41-00% 3. Striking against an object..... 15.00% 4. Caught in, on. or between objects...................... 23.00% 5. Exposure to temperature ex tremes and radiation......... 1.70% 6. Strain or overexerton........... 10.00% 7. Exposure to electricity ....... .50% 8. Inhalation, absorption, inges tion....................................... J0% 9- Exposure to chemicals.......... 1.00% 10. Explosion ................................. .05% The safety devices are designed to guard against one of these 10 different exposures. A guard over a pair of gears will keep employees from being "caught between" the gears at their mesh point. An air hoist installed on our cylinder block floor prevents "strain or overexerton" when it is necessary to remove manually a block from the roller conveyor. The ventilation system in our assembly plant repair pits prevents the "inhalation" of carbon monoxide gas from automobiles driven in the area. It's a question of probabilities weighed against possibilities. There is a tittle gambtisg spirit in all of us but in safety engi neering, you are in a position to put your chips on a sure thing. In safety engineering, it is advisable to bet your life on possibilities. When a ques tion arises about guarding a power saw blade; it might be assumed that the hazard is so obvious it couldn't be ignored. It could also be assumed that any employee assigned to such a machine would be experinced and probably would not be injured on the saw. This U a decision based entirely on prob abilities and when an engineer thinks in terms of probabilities; be gets us all in trouble. The same engineer would order parts for a machine on the assumption that the parts would probably fit A safety engineer thinks in terms of pot Abilities no muter how fantastic. If it can be door, he must assume that it will be done and prescribe accordingly. This tine of thinking should be followed by all engineer* because safety engineers are not unreason able in asking for designs, guarding, and madtine controls. They merely say that If the pendultan swings long enough, a hazard will pop up and an employee will be injured. That's why the safety engineer says "it may not be probable but it is possible." That's why be is asking engineers to be alert for hazards in the design stages of engineering. Every safety effort in our plants is di rected at one of these tei exposures. Any engineer m industry, regardless of his particular capacity, should be familiar with these 10 accident types and use this knowledge in his basic designs and plans. The solution to most safety engineering problems is simple if recognized or antici patedJwfore the engineer has gone too far m his thinking or in his design. ter oh rossiutiTY So far, we have covered the high points of safety engineering theory down to the concrete hazards. Now we must recognize a hazard and know how people get hurt. We must visually place an employee in the pic ture to see what will happen--or eould happen or might happen. planning machines, changes In long range planning for new machines, plant rearrangoneits, processes, buildings and other changes, safety should be a factor in every decision. If safety is not satisfied In each step of the plan, it becomes lost and trouble is inevitable. In such cases, some body is usually injured before the hazard is recognized. Many factors must be considered before large expenditures are made for machines, tools and buildings and safety is only one of numerous problems. Time and money are saved, and accidents prevented when safety requirements arc 1'built-in" instead of added. "Built-in" safety enhances both the productivity and depend ability of the finished equipment. ft - Metel Products Industries On the other hand, the slow and costly process of re-cogineeriiif new equipment for wfety is aa expensive, time consuming de lay which usually does oot completely satisfy the requirements of either production or ufety. This waste of time and money can be greatly reduced and safety improved during initial runs on new or altered equipment if the planning group understands the basic principles of mechanical safety and their application. DtWNtDON op hazards To understand the problem, we must first define the terms used by safety engineers in describing hazards and their elimination. We must then analyze typical safety prob lems to see how the various terms are used. There are two varieties of controllable hazards, mechanical factor hazards and per sonal {actor hazards. Mechanical factor hazards arc usually created during the basic design of equipment, machine tools, buildings and layouts. "V" belts and sheaves, chains and sprockets, gears and racks, arc examples of mechanical hazards. Mechanical hazards account for about 20 per cent of all industrial accidents. Personal factor hazards are those crated by people m their behavior while us the plant. Examples of personal factor hazards are running to the time clock at the end of the shift, unsafe piling of material, poor housekeeping m the plant, reaching into dies instead of using tongs. Personal factor Kazajvis icmiiit for about SO per cent of all industrial acodenta. In some cases, a fine tine of demarcation exists between mechanical and personal fac tor hazards. For example at Oldsmobile; we have a "hands out of dies" policy. Dies are designed oo this basis and production standards established accordingly. Tf an employee has been instructed to use tongs in dosing dies but he ignores the instructions and reaches into the die* ex posing his hands, the hazard is a self-created or personal factor hazard. However, any injury he might receive would be a mechani cal hazard. Operating polities established to avoid mechanical hazards are not nearly as posi tive a guards and safe engineering. People "goof" but well designed safeguards serve faithfully. An engineer is very realistic about the physical strength and properties of the equip ment he designs. He is very exacting about the size of bolts, rivets, braces and other parts forming the complete assembly of a roof truss or a bridge crane. In his de signs, he deals in the known facts of chemistry, physics, and mechanics. When his designs are completed and the equipment installed, he is positive it will serve its intended purpose. However, the one factor some engineers pass over lightly is the association of the equipment with the employee who must operate it. An engineer deals with facts concerning the inanimate things of his work. Where people are concerned, be often expects too much from them. AIOUT THE MECHANIC Here are certain facts about the operator of the machine that the engineer must con sider in his design: 1. People make mistakes 2. People forget 2. People take short-cuts 4. People do not always do what they are told 5. People do not always do what they know they should do 6. Some people feel an immunity to acci dents 7. Obvious hazards are not obvious to all people 8. People ar* subject to preoccupation This is an average employee. This is the persoo who will operate or work on the engi neers" finished product in the factory, ob the highway or in the home. Engineers must develop the skill of rec ognizing hazards- in their designs. At the pace we are moving today, in technological advancement at Oldsmobile; we expect cur engineers to become just as sldUfal-at this part of design as they are at mechanization. Engineers, as members of the planning team, must recognize a hazard and do some thing about it in their basic pi**y. There are five things that can be done about mechanical hazards in general through engineering. 9 l9$7 National Safety Congress AIOUT THE MECHANICALS 1. We ran eliminate the hazard-- 2. We can guard against the hazard-- 3. We can reduce the hazard-- I. We can ovoid the hazard-- 5. We can ignore the Itazard-- N'aturally, the hazard that is eliminated is no longer a problem. In this manner the engineer is in a good position to do away with hazards before they present them* selves by altering basic plans. When a choice is made of a machine using a water soluble coolant over one using a kerosene base coolant, a Ere hazard has been eliminated in the planning. When a layout of a grinder door is made so that Use operators sand out of line with the grinding wheels of his or other ma chines, the hazard of flying wheel fragments, should a wheel break, has been eliminated --in the basic layout. What an industrial washer is specified instead of open vats for cleaning parts, a hazard has been eliminated in the processing. Wbca hazards cannot be eliminated, the engineer must guard against the hazard by boxing the hazard. When a hazard is accepted as a necessary evil and the engineer must include it in his design, he most make provisions for guards, two-hand controls, and barriers to cover the hazard. If possible; in the design, the haz ard should be located remote from the oper ating station for the equipment But even though isolated, the hazard must be guarded. When a hazard can neither be guarded nor eliminated, it must be avoided by the employees exposed. This technique is ques tionable because of the high degree of per sonal factor involved. For instance, on a foot pedal operated punch press where both of the employee's Ilands arc "free," he is apt to reach between the <iies even though he knows without question what the result will be should the dies close on his hands. For safety to be "built-in" in industry, designers, engineers, and technicians must reflect in their planning activities a conypicuous interest in, and appreciation of the fact that safety cannot be an accessory but must be a basic ingredient applied con. stantly. To summarize the principles of safety, there are two kinds of hazards: 1. Mechanical factor hazards--20 per cent of all industrial accidents-- 2. Personal factor hazard*--80 per cent of all industrial accidents-- A mechanical factor hazard can be-- Eliminated--best approach Guarded against--second best approach Reduced--better than ignoring the haz ard Avoided--questionable as to effect--no good (we do not recommend it) Ignore the hazard The reasons for not favoring the "avoid" method of hazard control are: -"People make mistakes ----People forget ----People take short-cuts ----- -People do not always do what they arc told --People do not always do what they know they should do -Setae people fed an immunity to acci dents ------Obvious hazards are not obvious to all people --People are subject to preoccupation Around these facts and through these few techniques is built the entire complexity ot accident prevention. It's not really a complex problem. Instead, it is a multitude of simple little problems involving a mixture of build ings, equipment, machines and people. When members of the planning team keep safety alive in their rhmkwiy and faithfully build mfety into their designs, layouts and alterations, the problems dissolve. Insicad ot making expensive changes la a ptarn "at a later date," we do it economically and in telligently--in the planaisg^dh 10 REMARKS OF R. H. MOONEY senior methods engineer, Oldsmobile div.. General Motors corp., Laming, Mich. A safety engineer is required to study all new and revised installations to weed out hazards. He searches for pinch points, atch points, shear points, squeeze points, the possibility of flying objects, falling ob jects. run-in points, exposure to electricity, harmful gases and other atmosphere con taminant*. Heavy objects manually lifted, unsafe norage and handling of chemical*, the pos sibility of exposure to temperature extremes and radiation, the possibility of striking against sharp or pointed objects and expo sure to slippery surfaces are also checked. If none of these physical hazards present themselves, the installation is considered safe. It is a safely designed and installed piece of equipment At the pace of modern industry, especially m Gcanal Motors, we do not have time to Jo things twice. We aneot keep on doing safety work on a re-engineering basts be cause in so doing, we pay twice for the ***** thing. We pay once when a hazard is engineered into a piece of equipment and then again to re-engineer the hazard out of the equipment. This U not good business and cannot go oa forever. Our management expects all engineers to reduce to a minimum, through intelligent planning, the necessity for mak ing basic changes and doing basic guarding oa equipment. This is done through recognizing basic hazards and applying basic accident preven tion principles by all members of the plan ning team. HAZARDS ARE CREATED There are 14 basic hazards: 1. Pinch points 2. Catch points 3. Shear points 4. Squeeze points 5. Flying objects 6. Falling objects 7. "Run-In'* points 8. Electricity 9. Gases 10. Heavy objects 11. Chemicals and flammable* 12. Hot and cokl objects and radiation 13. Sharp and pointed objects 14. Slippery sut faces Hazards are never things apart from other objects. A hazard is a condition created by the relationship of objects and their associa tion with oce another. Therefore it's an abstract thing--sneaky, maybe uninteresting, but vicious. However, to eliminate hazards through engineering, we must have a clear under standing and a vivid mental picture of the constituents of all the bazard*- Pinck points are formed when two sepa rated objects move and come in contact with one another. Examples art: dies, riveters, spot welders, machine stops, clamping and holding fixtures, chucking and centering de vices on machines. To keep this hazard -under control we cm; 1. Eliminate it--in design 2. Guard it 3. Install two hand controls to occupy employee's hands and control the position of his body while the pinch point closes 4. Reduce opening to H," or less Catch points are czeated by objects, either stationary or in modem, which have sharp comers, splines, teeth, or other rough shapes and surfaces, capable of catching the opera tor or his clothing. Some examples are: rotating drills and reamers, spline shafts oa radial drills and lathes, nulling machine cutters, broaches, nails sticking inside of kegs, keys and key- ways. ` Actioo on such hazard* include I. eliminate it or 2. guard it Shear points are created by two objects, one or both in motion as they pass one another. The two objects are close enough together, as they pass, to cause a shearing actioo oa fingers, hands, feet and legs in advertently placed tn the shear point 11 1957 National Safety Congress Examples are: shears, dies, paper cutters and reciprocating mechanisms. To stop "nip and cut** when they form a shear point: 1. Eliminate it 2. Guard it , from poorly designed storage racks and containers, unit loads of material collapsing when tiered, tools and _ equipment dropped through floor openings and ports dropped from conveyor hangers. Action on hazard la to: 3. Install two hand controls Squeeze Points are created by two objects, one or both in motion, as they move toward one another. The objects do not come into actual contact but the distance between them reduces. A crushing injury will result if an employee is caught in the reduced area. Examples are: machine tables when at extreme traverse position form squeeze points with other machines, building columns and walls. Large transfer type machines and objects moved by power conveyors create squeeze points with fixed objects along the conveyor. To guard against this hazard: 1. Relocate equipment to provide 18 inch minimum operating clearance 2. Install sweep bars with micro switches wired tn series with the control circuit of the equipment 3. Provide tunnel guards with 18 inch minimum clearance at guard entrance GROUND FLYING OtJGCTS Flying objects are encountered on some operations because of the equipment used and the material processed. Examples are: wood working operations, forging operations on power hammers, grind ing operation, drilling and tapping operations, concrete breaking, impact hand tools, chip ping operations and compressed air ejection and cleaning. To ground flying objects: 1. Eliminate if possible 2, Guard against them Falling objects are encountered when tools or equipment used overhead are dropped or when equipment loosens from its fastenings, rt is good safety engineering to anticipate such conditions and to plan accordingly. 1. Provide guards to catch and hold parts carried overbad by conveyors 2. Proride safety cables and chains to catch equipment when it falls 3. Over-engineer ail mountings for overhead equipment, conveyor hang ers and hooks 4. Provide toe boards and screen panels at all floor openings 5. Design material handling containers, racks and emit loads to assure against falling objects ENCLOSE "RUN-IN" POINTS "Run-m* points are created by two objects in contact with and rotating toward one another. Some examples are: belts and sheaves, chains and sprockets, gears m mesh, rolls, conveyor chains and traction wheels, ropes and pulleys, cables and drums, gears and racks. The best way to guard against "run-in" points is by complete enclosure. If equip ment can be reversed, all "run-out" points should also be guarded. Electrical hazards are usually the result of careless use and faulty maintenance of electrical equipment. However, the engineer must make certain provisions in his design if the original installation is to be safe. Examples are: poor quality electrical ap paratus, poor quality cords and cord fittings, poorly located electncal equipment and wir ing, electrical equipment not grounded, high voltage at control buttons, lack of conveni ently located lock-out type disconnect switches, border line horsepower of motors specified, exposed instead of buried high voltage lines and conventional instead of vapor proof electrical equipment Sn high hazard areas. There are several precautions necessary with electrical hazards: Examples are: pres drive motors work ing loose from mountings, hoists and bal ancers failing at mounting, counter weights becoming detached and falling, parts falling t. Specify electrical equipment accord ing to J.I.C. standards 2, Guard and isolate electrical lines and equipment 12 3. Keep the machine operator and the maintenance man in mind when elec trical equipmat is specified. Re member lint they are exposed to the hazard while operating and re pairing the equipment HARMFUL GAS. VAPORS Cases and vapors capable of causing in dustrial illness or injuries are considered occupational hazards. Explosive gases and vapors are fire hazards. Examples of hazardous gases and vapors arc; carbon tetrachloride, trichlorcthylene, cyanide fumes, chlorine gas. hydrogen gas, acetylene, propane, carbon monoxide, hydror>anie gas. caustic soda fumes, city gas, gasoline and kerosene vapors. lacquer thin ner vapors, ammonia gas and add vapors. The hazard of harmful gases can be con trolled as follows: 1. Eliminate hazardous gas or liquid if possible 8 2. Ventilate all points of usage 3. Provide for fixed fire extinguishing equipment if Hqtads or fumes are flammable 4. Isolate incompatible chemicals in the design of the equipment Heavy objects, either parts or tools, are hazardous if they must be namolly handled. I These hazards cause back, abdominal, and soot injuries. Examples are: broach bars, crankshaft?, lathe chucks, plating racks, forgings, dies-- r in general--heavy objects weighing over 50 pounds. To prevent accidents resulting from this hazard provide hoists, balancers or conveyor* to handle heavy parts and tools. Chemicals and flammable liquids used is industrial processing materials are troubte potentials. Examples are: plating chonicais. solvents, cleaning agents used m industrial washers, pickling adds, beat trot salts and paint stripping chemicals. Action on this hazard are: 1, Identify components of all chemical compounds purchased under trade names 2. Select low hazard chemicals when a choice is possible Metal Products Industries 5. Isolate as much as possible in stor age and use 4. Provide adequate ventilation where necessary 5. Proride emergency equipment such at deluge showers, fire blankets, masks and fire extinguishers 6. Establish definite procedures and fa cilities for storage and use of chemi cals and flammable liquids and super vise accordingly Objects which become extremely hot or cold during industrial processing are danger ous. Some are: forgings, forging flash, parts being heat treated, parts reduced in size through refrigeration in assembly proc ess and parts soldered and welded TEMPERATURE EXTREMES To reduce the hazard of temperature ex tremes and radiation provide: 1. Personal protective equipment such as gloves, aprons and masks 2. Mechanical handling devices such as conveyors, special tubs and racks 3. Heat shields for controlling radiant heat ' 4. Radiation shields Sharp and pointed objects arc naturally dangerous, such as: sheet metal trimmings, sheet metal stampings, parts made of glass, nails and tacks, rough forgings and castings. Action on such hazards is to: 1. Design dies to eliminate needle pointed trimmings 2. Handle trimmings mechanically 3. Personal protective equipment such as gloves, wrist protectors and aprons Slippery surfaces are the last hazard such as: oil, grease, compound and water on floors, slippery stair treads, work and walk surfaces, hand tools with slippery handles, parts in process with slippery coatings, ice, snow, sleet and rain. Action cm this hazard is to; t. Install slip-proof surfaces on stair treads, work platforms and catwalks 2. Provide slip resistant floor coverings and surfaces 3. Provide drip pans and splash shields to keep coolants off the floor 13 1957 National Safety Congress 4. Design hydraulic equipment to anise hydraulic fluid leaks to drain back to equipment and not on the floor Now that we have had a good look at ihese hazards, we should strive to eliminate re-engineering machines, plants and equip* merit through more attention to safety in the original design. We must remember to count possibilities---not probabilities-- and as mem* bers of the planning team, we should keep safety in mind while making every decision. STANDARDS (A SYMPOSIUM) TRADE ASSOCIATION STANDARDS by HIHRY . LAMl safety engineer, American Standards Assn., New York city A standard is a solution of a recurring problem. For instance, if the boss ays that beginning Monday morning you will receive a 53-gallon drum of trichloroethylene for degreasing, how do you know how toxic it is or what ventilation is needed for its use? If you can find a technical society standard, a trade association standard, or even an American Standard Maximum Allowable Concentration of Trichloroethylene, you luive a good start to the solution of your problem. If in addition lo this you know that standard requirements for the ventilation c-f open surface tank operations, such as degreasing, are included in the American Standard Safety Code for Ventilation and Operation of Open-Surface Tanks, Z9.1- 1931, then you probably have the facts to deride whether you can use this new chem ical in your present equipment or whether you must request the plant engineering department to provide you with additional ventilation. Many others have had the same problem before you and have already devel oped a'standard solution to the problem. In general, trade association standards arc developed by committees, as the result of discussion and agreement. If eaeh organi sation on the committee sends its best quali fied technician as a member of the com mittee, then the final standard it the best agreement that can be developed on that particular subject. The standard represents good sound technical advice. .As a comparison, trade association stand ards are available for voluntary adoption; whereas, government standards may have the full force and effect of law. Trade association standards are generally on sub jects of broad over-all interest; whereas, an individual corporation makes its own cor poration standards to fit its own needs. These latter standards may be better solu tions for that particular company than cither government or trade association stand ards. But the corporate standards of one company may not be much use to any other corporation. For instance, one company may make a company standard not to purchase or use carbon tetrachloride at alt in any of its operations. This may work out very well for that corporation, hut it might not be the best answer for many other companies. AVAILABLE STANOARDS Joint Industry Conference The Joint Industry Conference developed electric, hydraulic and pneumatic standards for industrial equipment. These standards provide specifications for the application of electrical, hydraulic and pneumatic devices to industrial equipment to promote safety of personnel. The standards also promote uninterrupted production, long life of the machine, equip ment or tool. The)' will not limit or inhibit new developments. Copies are available from Joint Industry Conference, Post Office U .1fetal Products Industries Sox IK North End Station. Detroit 2, dated Genera) Contractors of America, the National Electrical Manufacturers Associa Midagz*. tion, the Compressed Gas .Association, and fuooiaricw of Cosweity the Powder Actuated Toot Manufacturers Surety Cemfmmn. Institute. This tarter group published their Hus Anodafioe has put out many helpful recommendation for a "Uniform State Code publications for accident prevention. One Relating to Powder Actuated Tools Using is the "Handbook of Industrial Safety Studs, Pins and Fasteners." Their address Standards.* The ninth edition was pub- it 250 East 43rd Street, Hew York 17, Hew tubed m 1954. and is available from the York, Aoodcst Prevezuion Department of the I have refrained from listing standards Association of Casualty and Surety Com approved by the American Standards Asso panies at 60 John Street, Hew York 38, ciation because these arc not trade associa N>w York, at f1,40 per copy. tion standards. Safety standards approved Manufacturing Chemists? Association. by the ASA are developed by joint com This Association has a series of safety data sheets tor aa individual chemical such as sulphuric acid or metallic sodium. There are oow 68 data sheets available. They cover such subjects as: properties, hazards, engineering control of hazards, employee safety, firs fighting. Handling and storage, mittees including representation from trade associations, technical societies, employee or ganizations, governmental groups, insurance groups and independent organizations such as the American Society of Safety Engi neers and the National Safety Council. These standards, when approved, are tank and equipment cleaning and repairs, available for voluntary adoption and are waste disposal, medical management, and acceptable to all parties concerned. Many. first aid. These may be obtained from the form the basis of state regulations, and Manufacturing Chemists' Association, 1625 practically all arc widely adopted by indus Eye Street. K.W, Washington 6, D. C trial organizations oo a voluntary basts be American Society of Strchanicai Engmetrs, cause they represent good sound technical This is a toritmqj society rather than s trade association. They have developed and information. Another group is 'now getting into the printed many standards which have a bear ing oo safety. Perhaps the best known U the ASME Boiler and Pressure Vessel Code. This has been developed by the ASME, bat became it has beam so widely adopted by state regulatory bodies, this code could be considered a governmental standard. > picture- The International Organization for Standardization includes representation from the national standardizing bodies of the various cotuitries throughout the world, and they are beginning to approve recommendattoos. One of their projects 4 oo safety color codes, and the work done by the ASA project oa Safety Color Code, Z33, spoosorwl by the National Safety Council, Is These are ittustratious and examples, and used as the basis for the international study the list is far from complete. There are CORPORATE STANDARDS by J. A. CHURCHILL engineer, ,,fcty soviet. section, Allis-Chalmers Manufacturing co., Milwaukee The needn ilor wxvanndnawrdwirautwiouu o.n. . ,,- tional and tatcrrational basis is well recog nized In the post 50 years thousands of standards have been developed covering materials, engineering specifications, and m(ioenth, odinsd. eTTxbb*.oAf sawvarKilaubileausntaonadramrds--, --a-lo--ne covers 13 double column pages. Add to these standards the multitude of standards or codes sponsored by Federal and State 195T National Safety Congress ageadcs, trade groups, insurance and engi neering societies sod other sources, and tire number of items covered by existing stand ards is astounding. In view of this, why is there a need for corporate standards? Particularly why is there a need for corporate safety standards? The Magazine of Standards July issue contained an article entitled"The `Not In vented Here' Problem." This article by L. B. Moore was slightly critical of cor porate standards. On* part of this article states, "Important to every company are the many standards that are available ex ternally and that are in some fashion ap propriate to its operations. Typically, how ever, these standards never seem to fit, and too often need re-work to be acceptable to the company standards group. The explana tion given is "The external standards are too general or too *0 embracing. Our company situation is different and unique and its needs are specific. We must have our own standards to suit our own con ditions." NEED FOR CORPORATE STANDARDS It may be that your plant experi ence has shown a definite preference for one type of steering and indi cated that this preferred type must be covered in greater detail for uni formity of operation. This, along with other items of truck construc tion, then indicates a definite need for a corporate standard. 3. The benefit of actual use of safety standards depends on the distribu tion and acceptance of the standard throughout the many levels of in dustrial management With the stress of other supervisory activities is there any reason to believe that such supervisors will be able to read, digest, and remember much of the 74 pages of information contained hi the ASA code for "The Use, Care and Protection of Abrasive Wheel*," for example? . The need for corporate safety standards therefore is to supply the manufacturing, engineering, and pur chasing sections with short, yet clear, regulations, tailored to the specific In my work as a safety engineer, I lean heavily on existing external standards of all types. Use of such standards eliminates countless hours of investigation and re search and utilizes the ideas and skills of numbers of people who are experts in their field. Nevertheless there is also a need for corporate safety standards to guide and direct the safety effort for the following reasons. 1. To spite of the large coverage of existing standards, there are num erous problems for which there arc no standards available. In fact, there are less than 200 American Standards Association Safety Stand ards available today to cover the wide range of safety problems en countered in industry. 2. A national standard must be broad in scope and therefore is frequently not in sufficient detail or leaves an area of selection of approved con struction or method open to the user. The ASA "Safety Code for Indus trial Power Trades B-S6.1" for ex ample covers six means of providing acceptable steering mechanisms. needs of the corporation, written in clear terms and available in a form which win promote their active use. FOUR FUBUSHK) STANDARDS To supply these safety standards at the Altis-Chalmers Mfg. co. we have a choice of four methods of publishing standards material. The first type is the Ailis-Chalmers Proc ess Standard which is issued through our Standards Department. As the title indi cates, this group is composed of process specifications which potentially may have general application. This method is used when the use of the standard will be largely confined to engineering departments. For example ACP 6-25 covers "Radiographic Inspection of Alloy Steel Chain." This standard covers! 1. Scope 2. Requirements 3. Preparation for radiography 4. Radiographic technique 5. Acceptable quality 6. Inspection records Another type of standard issued through the Standards Department is the Altis- 16 Metal Products Industries Chalmers Material Standard. This group of standards controls the type and quality of purchased materials. Allis-Chalmers Mate rial Standards are issued for items of pro tective equipment such as gloves, ACM #67 for instance covers specifications for grain leather mittens for use by railroad switch men in our yards. This standard covers: As an example of this type of standard "Steel for Fabricating Hitching Equip ment," standard 95-100-012 covers: 1. Scope 2. Application 3. Specifications--physical properties A Welding procedure 1. Material--leather, thread, binding 5. Inspection procedure 2. Size for all types and shapes of acceptable ma 3. Construction pattern--welting seam terial ing, stitching The fourth type of standard is that 4. Workmanship Use of these standards by the Purchas ing Deportment to obtain competitive bid dings on glove requirtanents has enabled us to hold glove costs closely in tine with costs incurred in years prior to 1930 in spite of increased coverage on many operations and published in handbook form covering a group of operations particularly important in the safety program. Such standards cover methods and use of equipment and are intended for application by manufac turing supervision and for employee dis tribution. increased general glove manufacturing costs. These standards are prepared as a com More important, it has provided band pro mittee function as directed by the Works tection of uniform quality to do the pro Safety Council. Typical membership of tective job required SAFETY HYGIENE DATA Several years ago a third type of stand ard was started originating directly in the Safety Services Department This group called "Safety and Hygiene Standards and Data" covers items of equipment, processes, or materials which through their use have been shown to be a safety problem. such a committee would include supervisory members of the affected manufacturing sec tion. ooe or more tool engineers or main tenance personnel, and a member of the Safety Department who acts as secretary of the committee. Where indicated, representa tives of Plant or Product Engineering sec tions, Research Department specialists or other specialists may also be requested to serve on these committees. The investigational work and preparation of these standards is done in the Safety Services Deportment or may be done by one of the {riant committees designated by the Works Safety Council In cither case; the first draft of the standard is referred to interested parties in management for com ment and the final draft is then recom mended for approval by the CoundU Since these standards are used by both shop and engineering personnel, the stand ard drawing form was adopted because it is the usual form from which they obtain information and is therefore familiar to them. It also lends itself to revision or correction and subsequent re-ussc without confusion. Standards manuals of this type have been prepared for: 1. Crane Operation & Hitching 2. Maintenance and Construction 3 Trucking" 4. Grinding Practices 3. Railroad Rules 6. Field Sendee Corporate standards of the types men tioned have, we feel, fitted the need which as stated earlier was to supply short but dear standards, tailored to the specific needs of the corporation, written la easily under stood terms and made available in a form which will promote their active ntc, A 17 FIRE STANDARDS by ALLEN U COBB safety director, Eastman Kodak co., Rochester, N. Y. Fin standards in the United States and Canada principally are produced by the Na tional Fire Protection Association. 60 Batterymareh Street. Boston. Massachusetts. These standards have been used as the basis of state and municipal codes and often are adopted by means of an enabling act indi cating the "compliance with NFPA stand ards is evidence of satisfactory installation." When standards are used with almost the force and effect of law, they must be devel oped under democratic procedures with ample opportunity for free discussion and by committees composed of technically com petent personnel. The National Fire Protection Association was formed in 1896. urged by fire protection insurance organizations, industries, particu larly the electrical industry enforcement of ficials and individuals. The Association has two classes of mem bership: organization membership limited to associations, and associate membership of in dividuals. There arc now about 200 organi zation members including the American In stitute of Electrical Engineers, .American Management .Association, National Board of Fire Underwriters, National Electrical Manufacturers Association and the Associa tion of Canadian Fire Marshals. ASSOCIATE MEMBERSHIPS The most important XFPA membership is the 18,000 individual associate member'hips. The majority are individuals who cither pay dues in the Association or have their organisations pay dues. Associate memberships are held by industrial concerns. However^ most industrial concerns assign memberships to individuals who represent the company. Many companies have more than 50 associate monber&hips. More than 100 technical committees set up the standards. They report to th Board of Directors and iheir membership and '-cope is directed by a Technical Advisory Committee. Technical secretarial and editing assistance is provided by the paid staff of the Association, under the direction of Rob- ert S. Moulton, technical secretary ui the National Fire Protection Association. Each committee has representatives to serve public interest, insurance interest, equipment manufacturing groups and con sumer or user groups such as industrial concerns. A balance of interest is estab lished. In the case of manufacturers, com mittee membership is limited to representa tives of associations. Such a representative, of course, may work for one of the inter ested concerns. But in the committee he rep resents the entire group, not his individual company. Often committee members even agree to changes which have an adverse ef fect on their own business, to achieve the best fire' standards. VOTE AT CONVENTION After developing a draft, approved by a majority oi the committee, the committee submits it to the National Fire Protection .Association office by March 15 of die >ear it is to be considered, it is printed in Ad vance Reports, and distributed to all inter ested NFPA members. Each committee report is voted on b the annual membership. Often rigorous discus sions develop on the convention floor, mod ify the standard, refer it to committee, or to the Board of Directors to adopt after certain changes have been made. The Association guards this democratic feature of standards procedure to give everyone interested an opportunity to be heard, and to see nothing is overlooked. Sufficient safeguards prevent hasty modifica tions of a standard at a general meeting. .An actual modification is seldom made at a general meeting except for a very minor editorial point. The work ts referred back to the committee with suggestions, some times to the Board of Directors. New standards must remain tentative for at least one year before final adoption. Re* visions of standards, however, can be made without going through this tentative adop tion procedure. IS Metal Products Industries For coovaiience, seme of the committees are grouped, such as, the Electrical Section with jurisdiction over the National Electrical Code. Another group of committees with jurisdiction over types of extinguishing equipment, Is the Special Methods committee. Some other groupings are Standard #10 on Portable Fire Extinguishers, Standard #13 for the Installation of Automatic Sprinklers and Standard #101 for Building Exits Code. One which mused much discus sion recently with many revisions is Stand ard #5S on the Storage and Handling of Uquefied Petroleum Gases. The standards are useful in fire protection and safety work, and everyone in this work should become familiar with them. These are intended as standards, not texts or in stallation manuals. In a number of cases, appendix material is attached to help under stand and use these standards. But each per son using a standard must have a good gen eral knowledge tn advance. The standard simply states the performance and material requirements for good installation or satis factory fire protection. They are minimum standards and la many cases additional pro tection should be provided. The National Board, a member of the National Fire Protection Association, fadps develop these standards and prints them over its own name as "Regulations of the Nation! Board of Fire Underwriters.** These Underwriters' regulations, there fore, are Identical with National Fire Pro tection Association except for the format, wording on the cover, and the printed fore- ward attached to the bulletin. In a few in stances minor text changes were made, such as the type of authority having jurisdiction. These are issued for implementation by the National Board and its associate organiza tions. Some of the National Fire Protection Association standards are also listed as American Standards. But the certification procedure of the American Standards As sociation requires a considerable amount of time and tn this field it is exceedingly im portant that the standards be issued at the earliest possible date. Acceptance of the standards, promulgated by the National Fire Protection Association, has been entirely satisfactory and American Standard Asso ciation certification is not required m most cases. Other information on fire protection is is sued by a number of organizations. One is the loss prevention bulletins of the Factory Mutual Insurance Companies, issued as a guide to industries insured by these organi zations but based on broad experience la fire protection. They supplement and ex tend the National Fire Protection Associa tion standards and include a great deal of explanatory material which is most useful. Data sheets are also pffcpartd, some by the Manufacturing Chemists Association on the storage and handling of a wide variety of chemical materials and include fire protec tion sections. In general, however, the basic fire standards most useful to the safety en gineer and particularly to the fire protection engineer are the standards of the National Fire Protection Association.^ 19 Power Press and Forging Section OPENING REMARKS OF GENERAL CHAIRMAN ' C. H. DUGGER director, Health & Safety Orv^ Albuquerque Operations, U. S. Atomic Energy Commission, Albuquerque, N. M. This year mirks the 30th anniversary of the Power Press and Forging Section as a separate section of the National Safety Council. [ am proud to have been associated with the men on the Executive Committee of this Section during the post nine years. 1 am proud also to be associated with an organization which can boast of having had among its members such men as August Kaems of the State Industrial Commission of Wisconsin, and for many years safety director of the Simmons Co. in Radne, Wisconsin. Kaems was the father of most of the semi-automatic power press feeds we think so highly of today. ACTIVE MEN IN SECTION Such men as George S. Thompson of the Detroit Insurance Agency, now the Michi gan Mutual Insurance Co, who made the first formal speech on the Power Press and Forging Section's first National Safety Con gress program in 1927; Ted Meitner, safety director for the .American Can Co., who was the first General Chairman of the Power Press and Porging Section Executive Committee: J. W. Henning of the Auto matic Electric Co. of Chicago, who was the first Vice Chairman and the second General Chairman of this Executive Com mittee: Robert A. Shaw of both the Murray Corp. and the Ford Motor Co.: . F. Clark of the Temstedt Manufacturing Co. of Detroit? A. F. Dunnebach, safety director. General Motors Corp.; and Gus A. Klchcn* meister of Dominion Forge Limited, Walkervilie, Ontario. My own tenure with this group dates back to 1943, and there are several men on the Executive Committee today who were active long before I became a member. In fact, we still have one active charter mem ber, Edward J. Wallmaa, district safety supervisor of the American Brake Shoe Co. 20 I could name others but the list is too tong. These mat promoted the use of safe guards on power press operations, and de vised most of the methods and feeding de vices in use today. ACCIDENTS UKE HEN'S TEETH In 1919 Kaems made the first speech on power press safety ever made at any National Safety Congress. In that year, tor want of a better place to schedule this speech,*it was included in the Automotive Section's program. From that year on, there was constant agitation for separate Sectional Status- Seven years later, at the 1926 Natioaai Safety Congress, Kaems made another speech. His subject this lime was: "Why a Power Press Section,'* In his speech, Kaems mentioned that in 1919 he had brought two wooden models of press feed ing devices to the National Safety Courci< He mentioned how the exhibit had grown between 1919 and 1926, because of the con tributions of many of the progressive com panies in the United States. Then he said, and I quote: "There is no doubt in my mind, and I know that there are at (cast a dozen men in the audience today who will stand up and tell us that punch press accidents ta a few* years from now will be as scarce as hen's teeth.'* If only Kaems had been a better prophet , , . T don't know what happened between 1926 and now . , . Kaems must have had some sound basis for his optimistic predic tion ... The sad facts are these : 1. We are saying exactly the same things today that were said 38 years ago. The only way to eliminate power press injuries is to keep the hands out from between the dies. 2, There is no pdaca---no cure-all, there Metal Products Industrie* b no universal guard. Every job b a little different, but every Job can be, must be, made safe. 3. Safe tools and safeguards cannot be built unless the head of the firm is interested and willing. We must all confess some responsibility for the over-all failure to sell the idea of power press safety to plant executives--the only people who can establish the policies and authorize the expenditures necessary to feguard power press operations. MUST AFftr IDEAS It scons pretty clear that we do not need to find more and better guards and feeding devices to eliminate power press accidents. The thing we do need to do b to find some factor--some appeal which will plant management rally apply what we already know about guarding power press operations. La his speech m 19% Kaems men tioned that the exhibit of guards that year was much larger than the original exhibit of two wooden guards in 1919, that they intended to make the exhibit five times larger, and that it would be housed in a room where someone would be on duty at all times during die Congress--a place where anyone, who card* to the National Safety Congress, could go and talk over his power press safety problems and there would be someone present to help him. Somehow over the years--.this project died. It b the hope and intent of the pres ent Executive Committee to revive that serv ice, and we intotd also to mrutittite the power press guard exhibit We aren't quite sure yet just how we wilt manage it but we have made a start. Now--this b my swan song as General Chairman of this Executive Committee; but I am not through as a member. I'm happy to report that in the nine years I bare bees a member, I have sees steady improvement in the functioning and in the accomplishmeats of thb committee. This year it com pleted a difficult three-year project in devel oping a Power Press Safety Manual which will be published soon. I am sure you will find it helpfuL Over the years, this committee has devel oped most of the power press and forging safety material available from National Safety Council. It furnishes the material for the Power Press and Forging Section Newsletter which b edited by one of our members and published by the Council. It has a long range program that will keep it busy for years to come. The only thing wrong with thb program b that the mate rials. Newsletter articles, and Congress pro grams are what the committee members themselves think will be the most useful and interesting to you. To render better services, this committee needs your help. It needs to know what types of materials and what subjects should be covered to best meet your nods. Please write in and tell us. The Power Press and Forging Section Newsletter b your Newsletter. We be lieve that most of you have, or have had, incidents in your plants, the knowledge of which would be helpful to others. I am sure that many of you have ideas that you want to pass along. 1 am sure also that most of you have developed some safety gadget that has done a good job for you. and you would like for others to benefit from it. SAFETY MATERIAL I beg you to participate in the exchange of power press and forging safety informa tion through your Newsletter . , . Please write up these inddats, ideas, and gadgets and submit your drafts, along with approp riate illustrations, to the Power Press and Forging Section at National Safety Coundl headquarters. Your contributions will be passed on ta our Editor for indusion in the Newsletter at the first opportunity. Through the free exchange of ideas and information you can contribute much toward the realiza tion of August Kacm's dream that in a few years power press accidents will be as scarce as hen's teetheeh. 21 SAFE OPERATION OF INDUSTRIAL FURNACES AND HEAT EQUIPMENT by LARRY I. JAFFI supervisor, manufacturing research laboratory, Frigidaire Division, General Motors corp., Dayton, Ohio General Motors, several years ago became aware of the increased frequency of explo sions and tires due to Industrial furnaces and heat treat equipment In the past three years, they have had two very bad acci dents: an explosion in a core baking oven injuring 27 men, and a still more serious accident in an atmosphere braring furnace which exploded and killed three men. These two major explosions are not the only accidents due to furnaces and heat treat equipment however. During the second quarter of 1956, according to the Fire Pro tection Bulletin published by G. M, there Acre nine other explosions and fires in heat treat departments in General Motors plants. Two of these accidents were explosions of considerable extent caused by furnaces. One caused $2,500 damages, and the other a $10,000 loss. Six others were fires involving heat treat quenching oil. Most were minor, the most costly having $2,000 damages. Howe'er, such a fire can get out of controL These quenching oil fires have one thing in com mon--they have plenty of fuel on which to feed. The reason General Motors' data t> cited here instead of industry-wide data is be cause the information is readily available in the G. M. Fire Prevention Bulletin. G. as a manufacturing organization, has a wide variety of manufacturing operations and should be fairly representative of all metal^iabricating plants. WHY MORE EXPLOSIONS? Why use data for the second quarter of (956? Actually, that was the latest data available last year, and is very representa tive of G. M. plants at that time. Since then, a strong campaign was instituted to promote safe operation of industrial fur naces and heat-treat equipment, and the fig ures for 1957 are considerably improved. We are having more explosions and fires from furnaces and heat treat equipment than in the pest, even though more and better safety devices are available today than ever before Examining the facts, the reason becomes obvious. There has been a tremendous increase in the number of fur naces and other heat-treat equipment to use the past few years and the furnaces themselves are becoming increasingly com plicated and diverse. The Buick plants at Flint contained more than ' 1,000 furnaces and ovens for heat treating and other operations. At the time, 125 new pieces of similar equipment were scheduled for installation. The 1,000 Indus trial furnaces had more than 80,000 indi vidual gas burners and' pilots. In other words, this division, with approximately 30,000 employees, had almost three burners or pilots for every person. The malfunc tion of any one of these could result in a serious explosion. This indicates the amount of equipment involved; now look at the variety. The plants had tow temperature furnaces, used for point drying, core drying, tempering, nitriding, stress annealing and many other operations. The division also had high tem perature furnaces lor forging, annealing, hardening, porcelain firing and porcelain enameling. Besides these, there are the atmosphere furnaces, with associated at mosphere generators, used for bright an nealing, brazing, carburizing and earbonitriding. The furnace atmospheres are usually pro duced in atmosphere generators. These may vary widely, depending on the raw materials and on the type of atmosphere required. They may, however, be classified as either exothermic or endothermic generators, or as dissodators. Besides these furnaces, ovens, and gen erators, there are salt baths, molten metal 22 ' ktetal Products Industries baths of various types, and the oil quench tanks. Such a variety and quantity of equipment proves the immensity of the problem of heat treat safety. A furnace is no longer just a heating device. It is a tool designed for a specific purpose. As such, it has its own peculiarities and its own hazards. Each piece of equipment, therefore, must have safety devices designed for the particular things that can go wrong with it. The hazard common to most industrial furnaces, ovens, and generators, is flame failure, in order for fuel to bum, three things must be present; fuel, air, and a source of ignition. Usually, the source of ignition is a pilot. If it goes out, particuuarly in furnaces operating at low temper atures, air and gas will enter the furnace unignited, resulting in conditions for an ex plosion. Most furnace burners are equipped with a dame protective device; which cuts off gas supply if the pilot or flame goes out This is an absolute must on low temperature furnaces. The gas furnace in your home and your automatic gas hot water heater are equipped with similar devices. GAS ACCUMULATION HAZARDS A second hazard is unignited gas from leaks and other causes, which collect in the furnace before it is lighted. If you liave ever lighted a gas furnace at home, the in structions told you to keep the furnace door open tor frie minutes before i crating the pilot This ventilating period is necessary to insure that gas collected in the furnace from leaky valves or some other cause, is removed by purging. Otherwise an explo sion could occur. The same precautions are necessary in lighting industrial furnaces. With <*** types of modem furnaces, the purge time is controlled by an electrical tuner interlocked with the starter mechanism. This prevents lighting the burners until the furnace has been properly ventilated. A third hazard is connected with certain types of operations performed in ovens and furnaces, which produce combustible fumes. Cora drying overs and paint drying ovas ia11 in this category. For example, tkmners are volatilized from paints and lacquers when they are dried. If these accumulated in the oven, they would interfere with proper paint baking, and would build up concentrations within the explosive range of the solvent. Ventilating and exhaust fans are necessary to prevent this. The fans are interconnected with safety devices which prevent the oven being used unless the ven tilating and exhaust fans are operating. This last hazard possibly caused the core oven explosion mentioned above. Fumes from the core baking operation might have collected in the oven and then became ig nited. The exact cause of this explosion was never determined. STILL DIFFERENT PROKLEMS Atmosphere generators and furnaces have their own peculiar problems and hazards. Most generators use natural gas for their atmosphere. This is combined with a fixed proportion of air ia the generator. The type of generator used and the type of atmos phere produced depend on the proportion of air and gas. With exothermic generators, enough air is suppled to bum the gas to a degree where sufficient heat is generated to maintain the reaction. With endothermic generators, the air supplied is insufficient to develop heat of reaction to keep the gen erator hot, so external heat must be used. In either case, if the generator loses its heat the reaction no longer takes place and a mixture of raw gas and air is passed into the furnace. The result is perfect condi tions tor a violent explosion. This caused the brazing furnace to blow up last Febru ary. To guard against it, some temperature sensing or flame sensing device must be in stalled in the gmerator. The problems dealing with atmosphere tumaces are principally connected with starring up and shutting down. In starting up, a furnace full of air must be replaced with combustible gas. If done properly, no hazard is involved. If done Improperly, anything can happen. The same thing is true when shutting down. The only differ ence is that the gas atmosphere in the fur nace is replaced by air. Another hazard occur* with certain types of atmosphere furnaces when the front and rear doors of the furnace are opened at the tame time so that a draft of air passes through. This air'becomes intermixed with the gas in the furnace, and a source of ignition, such as, the hot walls of the fur nace ran set it off. Interlocks, which keep 23 1957 National Safety Congress the front and the rear door* from being Closely related to these hazards are those opened at the same time, prevent this. involved with operating molten metal, salt These are some of the principal hazards baths, and oil quench tanks. Molten metal connected with operating fuel fired furnaces. and salt baths have the same hazards as There are others. Many of these are asso hot molten materials. They splash, bum and ciated with the failure of utilities such as form steam or vapor which may erupt with gas, air, water, and electricity. Failure of explosive violence when mixed with any any of these can result in explosions, par liquid, such as water or olL One exception ticularly with atmosphere furnaces. Fur to this is a low temperature nitrate-nitrite naces and generators, therefore, should be tempering bath to which water is sometimes equipped with safety devices which shut added to lower its melting point. off the fuel and air,supply if * utility fails. One hazard of salt baths, which is not in most cases, such a shutdown is prob ably the safest thing that cm be done. However, with certain types of equipment, particularly with atmosphere furnaces, it can lead to other hazards. Whea the at mosphere is turned off cc as atmosphere furnace, air begins to infiltrate. The air which enters the hot zone will immediately reset with the furnace atmosphere and cause it to bum. The air, which infiltrates the cold zone, will not react with the furnace atmosphere tMice a source of ignition is not present. Instead, it will mix with the atmosphere, too well known, is that the two types of salts--oxydizing salts and reducing salts-- react violently together. For example: cy anide baths are reducing: nitrate baths are oxidizing. The erroneous addition oi one material to a bath containing the other will result in an explosion. Nitrate salts will also react with any other reducing sub stance, such as, oil soot, magnesium, or aluminum alloys containing magnesium. Be cause pf this, nitrates need to be carefully identified and it U recommended they be procured containing a red dye for this purpose. and might diffuse back into the furnace. If it should travel to the hot rone, it will become ignited and the entire content* of the cold zone will explode. This can be prevented, when a shutdown occurs, by either replacing the atmosphere in the furnace with a natural or neutral gas. such as nitrogen, or else by removing the atmosphere from the furnace by the burn out method. Any operator properly in structed in the correct methods can do either safely. However, he must be aware of the emergency. IEWARE QUENCHING OILS Quenching oils have all the hazards of flammable liquids. Who* it is considered that red hot parts are quenched into these flammable materials, the possibilities for accidents can readily be seen. Furthermore, these flammable liquids must be close to turmees and salt baths. This leads to all lands of hazards. Safety devices are used to prevent overheating the oil, but the only real way to eliminate this hazard is by find ing a suitable and practical noo-fiawmahlx substitute. Non-flammable hydraulic oils are trained workers essential At no time should an atmosphere furnace be operated unless a trained operator or someone thoroughly familiar with the fur nace and emergency procedures is present The failure of a utility or Raise.or heat failure in the atmosphere generator might developed, so why not non-flansnable quench ing oils? Besides fire and explosion equipeacot and industrial furnaces there are still other haz ards connected with heat treating operaricos. For example, some common salts wed is heat treating arc cyanides. lead to a serious explosion if no one were They are poisons and should be bandied at hand to take the necessary safety meas with gloves, kept out of cats, and case ures. should be taken not to tfaer dost. For these same reasons, any safety device should have a visible, audible signal to show th operator the device has acted. The visible signal indicates which device has acted, while the audible signal is a general alarm covering several devices. Another well known danger fotmd is fur naces and gas guwi atom, is carbon (seas ide. If m fad is burned viib a JHtiriwy air, carbon monoxide is formed. This means any fuel banting device, tader cxitshi eawdinaas, can produce this poisonous pm. 24 Sitlol Products Indurtrits Unfortunately, it has no odor so the only safeguard against (L is adequate rentiladon. Atmosphere generators are particularly efficient carbon monoxide producers. They work og the principle of reacting natural gas or some other hydrocarbon with a de ficiency of air. The result is an atmos phere rid) in carbon monoxide^ A typical exothermic generator operated on natural the equipment, not as an extra. Be sure that low bids are not made on the basis of leaving off some of the safety equipment. 3. Maintain safety devices in good condi tion, and inspect them at least once a month to see they are operating. Records should be kept of the results of these inspections. The insurance companies have standard forms for such results. gas at an air-gas ratio of six to esc will produce an atmosphere containing 10 per cent carbon monoxide. Endothermic gen erators are coed at lower air-gas ratios. Such a generator maintained at a three to one air-gas ratio will produce an atmos phere containing 18 per cent carbon moooxide. Ten minutes exposure in air containing floe per cent of carbon moooxide will result in death. Therefore die products of these Atmosphere generators are extremely lethal. Any gases from the generators or furnaces should cither be vented to the outdoors or burned. Also flame curtains at the outer doors of atmosphere furnaces will prevent explosions, lessen the contamination of the furnace atmosphere and bum cooiiurtible gises, including carbon monoxide, from the furnace. However, the combustible content of the atmosphere can be so low that it will not burr), and yet in the case of carbon monoxide could still be highly toxic. To 4. Be sure you are following approved procedures. Make certain that furnaces and ovens are adequately purged before lighting and that proper methods are followed for introducing and removing furnace atmos phere*. 5. Make sure all piping and valves are adequately identified. Piping should be iden tified by some standard color code. Valves should be readily accessible and their open and shut positions clearly visible from the floor. 6. The last and most important factor of all U well trained operators. This can not be too highly stressed. Even though a fur nace has the latest and best safety devices, a wd] trained operator is still necessary for its safe operation. This is particularly true of atmosphere furnaces. No safety device has been invented which will properly in troduce atmosphere into these furnaces or shut them down safely. prevent this, the outer doors of atmosphere Similarly, when wrecks occur in the fur furnaces should be surrounded by ventilat nace. only a trained man knows how to ing hoods. ` handle them without causing an explosion. SAFETY SUGGESTIONS Six steps should be taken to minimize them various hazards and attain nfc oper ation of this equipment. 1. Make sure furnaces and other equip ment are safe and have alt the necessary safety devices. Review each piece of equip ment to make sure is the event of any utility failure, flame; temperature failure, or instrument failure the safety devices will operate. Much of the safety equipment is required by the insurance companies. But, m many cases it is necessary to go bound die insurance companies requirements for safe operation. 2. When additional furnaces or beat treat equipment are purchased, make cure that they are adequately protected by safety de vices. The safety devices should be consid ered as an integral and necessary part of In the event of utility failures or flame failure, the presence of a trained operator is oeeessary for the required emergency procedures. As mentioned previously, an atmosphere furnace should sever be oper ated unless trained personnel are nearby. . PREPARE INSTRUCTIONS Complete iostructioes for each furnace should be prepared and the operator should bt made thoroughly familiar with them. These instructions should include emergency procedures. A copy of the instructions should be posted near the equipment, and a second copy retained by die foreman. The foreman should review the instructions with the operator at regular intervals. These are some of the things that must be done to insure safe operation of indus trial furnaces. General Motors has gone 2$ 2957 National Safety Congress beyond this. They hold a senes of meetings to outline the necessary precautions for safe operation of furnaces and heat treat equip ment Personnel from many of the G. 24. divisions helped to this work. Present at the meetings were safety engineers, metallur gists, plant engincers,'hcat treat supervisors and others. Their recommendations were incorporated in the Heat Treat Section of a G. M. book entitled. Plant Engineering for Hasardous Material!. This book is used by all General Motors divisions as a guide in the safe operation of their plants. Another publication on this subject, re cently issued by the Factory Mutual Engi neering division is their Loss Prevention Bulletin No. 14.15 entitled. Safe Installation and Operation of Industrial Ovens and Dry ers. litis can be purchased for $1. G. M. is taking one other step to insure <afe furnace operation. An educational course for heat-treat foreman and operators has been organized, and covers all phases of the subject including the principles of combustion and the causes of explosions, la tune, this course will be presented at all of the G. W. divisions concerned with this problem. The latest data available for 1957 show a 50 per cent reduction in fires and explosions in General Motors plants, due to furnaces and heat-treat equipment W* thlnfe >hi is the result of G. M.'j campaign for furnace safety. As the educational program con tinues we hope accidents due to these causes will become even more infrequent You, as safety engineers, know that edu cation along the general lines of safety fas {aid off. It has saved hundreds or, perhaps, thousands of lives, and prevented the maim ing and injury of countless people Edu cation along the specialized lines of furnace and beat-treat safety should prove equally effective, dk CLUTCH--BRAKE CONTROL VALVING by A. I. HUNTINGTON chief engineer, Ross Operating Valve co^ Detroit Reduction in the frequency and severity of industrial accidents is of prime impor tance to everyooe. All of us are adversely affected by the real and the intangible costs of industrial accidents. The machine opera tor wants a full paycheck, safe working condition* and reliable tools and equipment. Management wants a minimum of person nel lost-time, material damage, machine down-tune and insurance cost Down at the end of the line, that old down-trodden character,- John Q. Public, is looking for a price tag that is not inflated by accident cost Power presses, because of their function, present major industrial hazards. The most disastrous of these hazards can be accidental press stroking, often referred to as a "pressrepeat" This hazard is often created tsdstentionally, or it results from a mechanical, electrical, or pneumatic failure in the press control system. The application of mass production prin ciples in the metal-working industry has brought about the development of fast acting pneumatic clutches and brakes for an types of power presses. In the ttsoal device of this type; the dutch is air -gaged, spring dis-engaged; the brake is spring engaged, air dis-engaged. This pro rides a desirable fail-safe arrangement in the event of loss of primary air pressure. CONTROL AIR FOWE* To control the air power, which can dis engage the brake and engage the dutch, a solenoid operated, 3-way air valve is usually used. This is a 3-ported valve, having aa ---***. an outlet and as exhaust connection. It can also be described as a normally dosed. 2-position valve--iu one poritioo, with the solenoid 6a energized, the inlet is spring aad/er pleasure dand; and the outlet, or 26 ' Metal Product* Industrie* brak*-chitch device, U open to exhaust. In the other position, with the solenoid ener gized. inlet pressure is open to the brake'hitch device; and the exhaust is dosed. Here again, a desirable fail-safe feature i* provided m the eveit of toss of primary electrical power. Obviously, a valve of this type could control a single-acting cylinder which, in turn, could operate a mechanical or positive type brake-dutch mechanism. To reduce electrical power requirements, to allow higher maximum cycling rates without unduly sacrificing life; and to im prove overall valve response tim^ press valves arc usually an air-piloted type rather than direct solenoid operated. Where a single valve, as described above, it used to control a dutch, any failure of the valve to return to tts normal, or inletdosed position at the proper time, may cause a press-repeat. If the inlet orifice partially closes while the exhaust orifice remains partially open--the exhausting capacity of the valve may then be enough greater than its pressurizing capacity to reduce the re ceiver pressure to a safe value. It should be noted that most valves of this type have mi oversized exhaust port. UNSAFE CONDITIONS In a direct solenoid operated valve, an un safe valve cosditioo can be caused by a freezing of the solenoid in the energized position, a return spring or linkage failure or some internal mechanical interference. In the more usual solenoid actuated, pilot operated valve, mechanical failure in the pilot section is an additional possibility. Some presses utilize ooe sample 3-way, normally dosed valve for the dutch and another for the brake. This provides a slight safety improvement due to the im probability of the two valves fatting simul taneously. If the dutch valve remains suf ficiently open at the end of a stroke, press advancement is powered and opposed by the brake. If the brake valve remains suffi ciently open at this portion of the cycle, press advancement is dependent upon the kinetic and potential energy provided for roasting. To rtdxt the possibilities of valve failure doe to solenoid and pilot section malfimcooe. a slightly different 3-way valve can be used. This normally dosed press value lias a dapper or "El" type solenoid, a 3-way, fpring-less, pilot section and an over-sized exhaust port. Normal wear on this type of solenoid or any coil burn-out. is unlikely to cause the solenoid armature to freeze or liang-up in the unsafe or energized position. By invert ing the valve from the more usual sotenoidup position, gravity, as well as pressure, will assist return of all the internal parts, in cluding the solenoid, to the safe position upon control circuit opening. Many press valves of this type are used in automotive metalworking shops. INVERTING VALVE There are several other methods, beyood good preventive maintenance, of making the pneumatic valving safer for both tht press operator and the equipment. These methods rely primarily on the doubling up of valve units, so that failure of any one tmt will not unduly jeopardize safety---the possibility of simultaneous failure in both units, causing complete toss of safety is unlikely. If the air flows through the two units in succession, the units may be said to be m series, poeomatiealty. If the air flows through the two units simultaneously--the inin interconnected and the outlets inter connected--the unit) nay be described as being in parallel, pneumatically. One of these improved safety methods i* to asc two 3-w*y, ooraaHy closed valves in series pneumatically and m parallel electri cally. With this arrangement, when cither of the valves malfunctions and remains open to the absence of the proper electrical signal, the ocher valve; operating properly, will ex haust the brake-dutch device and there will be no possibility of a press-repeat. Unfortunately, us this method, there is tittle audible or operational indication of a malfunctiooing valve and one must there fore rely on periodic and careful inspection procedures to make sure that both units are operating property. Obviously, with this set-up, whenever out of the units is struck is the energized position, safe press opera tic then depends entirely oe the proper operation of the other uniL , To overcome the principal lack of safety m what we say call the simple "series" method, ooe press manufacturer has used two valves in series, each modified to in- 27 1957 National Safety Congress elude a valve-parti-position indication stem, malfunctioning valve, to exhaust--the pres in combination with limit switches. With sure at the common outlet or dutch con this added and highly desirable feature, the nection may be reduced enough to diseogage individual valve actions can be electrically the dutch and engage the brake. If the indicated and interlocked. press action does not indicate a valve failure, Adequacy of the improved safety here it may be noted audibly after completion of depends primarily 6n the ability of the a valve cycle when normally there should be electrical circuit to prevent further press no sound of air exhausting. cycling whenever one of the limit switches indicates something is wrong. We suspect that it may be difficult to obtain mechanically operated switches with sufficient life for this application. It may be possible in the future, however, to eliminate this problem by using magnetically operated proximity switches. DUAL UNIT YALYE PRESSURE SWITCH SHOWS AIR LOSS There is at least one dual, or multiple unit valve of the parallel type presently available. It consists of two 3-way, normally closed valve elements with a bmmv inlw, a common outlet and two over-sized ports. To lock-out electncally the valve and prevent continued press operation wfacn one of the valve dements has failed, a pressure A second and more complicated variation switch, connected to a reservoir ahead of of the series method is a multiple, or dual the valve inlet can be used to signal toss of unit valve. This item consists of a 3-way, air to exhaust normally open, so-called "safety-unit,'* a .1-way, normally dosed, so-called "operating unit," a safety verifier, a permissive pilot and various interconnecting passages. The safety unit is ahead, or upstreams, of the operating unit (a series type eosnectsoa) and the pilot solenoids are in parallel elec tncally. The safety unit is a stand-by type and has a feed-back operated lock-out fea ture. The so-called Lifeguard valve represents another, dual-valve of the came parallel type. It consists of two identical 3-way, normally dosed units each with its own pilot section and solenoid, in parallel both pneumatically and electrically. The units have a common inlet port, a one-inch outlet port and two one-inch inter connected exhaust ports, the last providing the desirable safety feature of aa exhaust- In the event that pressure remains mo mg orifice considerably larger than the pres mentarily on the brake-dutch in absence of surizing orifice. the proper electrical signal, line pressure should trip the "safety" or stand-by unit and dump the brake-dutch. Re-setting or re-cocking this valve can be dooe after re moving the inlet pressure on the "safetyunit" The manufacturer recommends that this be done with a manual 3-way valve upstream of the dual valve. A special elec trical test circuit can be used to' safetycheck this valve. A second simple method of controlling clutch action consists of using two 3-way, normail> dosed, solenoid valves, in parallel both pneumatically and electrically. With this "parallel" arrangement, a hazardous condition exists whenever cither of the two valves malfunctions and remains open in the absence of the proper electrical <?gl- This condition can be somewhat alleviated by providing each valve with an over-sized exhaust. If the deenergized valve that is operating properly can pass sufficient air, from the The two 3-way, normally closed pilot sections are symmetrically supplied through a sensing unit which will cut of? the pilot air supply in the event that the two nht units do not open cr close together. This sensing unit is a pressure operated spool valve. One end of this spool valve ts inter nally connected to the outlet chamber of one valve emit and the other spool end b ---- nected in a similar manner to the cadet diamber of the ether unit. Even at high rates of press cyelmg-- failure, or sluggish operation of either half of the main valve, due to foreign matter, a broken part, a malfunctioning pilot or solenoid, will result in a pressure un balance on the ends of the spool. This will cause the sensing spool to shift, cut off further pilot air supply and mechanically lock-out. Removal of pilot air pressure makes certain that the mam dual-valve units cannot thereafter be operated to ue a press-repeat. 28 ' Metal Products Industrie* OTHER SAFETY METHODS All of the previously mentioned press valves are electrically actuated control ele ments. Because of the possibilities. of elec trical and mechanical malfunctions in con ventional type relay circuits, a great deal of development work is underway oo what is broadly called "logic function" control. At the same time, and for the same general reasons, much interest has recently been shown m a different approach to safer press control--namely, all-air control circuits. These circuits can be developed to include such features as two-hand or two-station control, emergency stop, top stop, continuous cycling, inching or jogging, single stroking and guard device inter-locking. Two valves that can be used in all-air control circuits have special characteristics. The first is part of an air circuit element controlling the starting of a press cycle. This valve is used when necessary--for safety--to make sure that the press opera tor uses both hands nearly simultaneously to initiate each press cycle. Because of its function, this valve can be called a "Non-Tic-Down" valve. The right and left hand halves of the valve are identi cal, each half having its own inlet, and the single outlet, or receiver connection being in the exact middle of the valve. A 3-way, normally closed, palm button pitot valve is used to supply each Non-Tie-Down inlet. If the flow through the Non-Tie-Down valve from each pilot valve is not balanced, one of the Non-Tie-Down valve pistons will shift and vent any outlet pressure to exhaust This makes certain that the press operator uses both hands simultaneously to initiate a press cycle If the operator engages only one of the hand valves, after a very short delay, the Non-Tie-Down valve will auto matically prevent downstream pressure build-up until that hand valve is released and both hand valves are tripped in unison. Release of either one of the hand valves will cause the Non-Tie-Down valve to dump any downstream pressure Similar to some of the other press valves, the Non-Tie Down valve has built-in "fail-safe" features. Downstream of the press-starting air cir cuit element, a second special valve can be used, a "Single-Stroke" valve. This valve can follow a Non-Tie-Down valve or it can be supplied directly from one or more 3-way, normally dosed, press-starting pilot valves. The Single-Stroke valve first allows a receiver or clutch valve pilot line to be pressurized and then automatically closes, remaining in this safe, dosed, positioe until the manual start valve, or valves, are re leased. Safetywise. the valve can therefore be used to force the machine operator to main tain the manual start valves open tntil a cam type, top-stop valve is opened by rotatioa of the press shaft Initiation of a succeeding press cycle can ccly be accom plished after the Single-Stroke unit has been re-set by exhausting its inlet pressure bade through the J-way manual start valves. READ SAFETY CODE The recently published Canadian Stand ards Association, Code Z-142, entitled "Guarding of Punch Presses at Point of Operation" is recommended reading for anyone interested in industrial safety. This code establishes feguardlng requirements dependent upon the method of feeding the press, the press operating speed in strokes per minute and the type of dutch used. Several all-air press control circuits have been developed to meet these code require ments. One such circuit--featuring a Non Tie-Down cycle starting element and an in terlocked, cylinder operated, gate guard--is applicable to positive type clutch presses single stroking at a speed of less than 100 strokes per minute. Clutch tripping and ram motion is accomplished only after the point of operation!* completely enclosed by positioning of the gate guard. The operator must trip the manual start valves in 'mison and hold them until the gate guard is fully extended. When this point is reached, the press action becomes automatic. Another all-air control circuit, with both Non-Tie-Down - and Single-Stroke valves, can be used on positive type dutch presses cycling at a rate of 100 or more strokes per minute. For presses with pneumatic clutches, still another all-air drudt can provide these major safety features--two band tripping with a non-tie-down action--and automatic stopping of the ram if either hand is re moved from the manual valves during the down stroke of the press. A 2-way cam 1957 National Safety Congress valve, operating from the press shaft, is used to interlock this circuit. There are many different ways to air valve a press clutch or brake Depending oa the specific application, fnin way* may be less hazardous than others. For the best in safety, other items, such as adequate guarding and interlocking, are very im portant and must also be given careful consideration. A OFF-THE-JOI ACCIDENTS Statistics are such boresome And figures rather dull. it's hundreds, millions, billions, trillions. Over which we mull. But facts are facts where ere we go Regardless of So here's some facts on accidents, .And that's what really counts. It isn't always big machines With blades of sharpened steel That rob a man of arm or leg And make his senses reek Nor is it always "on the job" Most accidents take place. But just the opposite Is true \nd figures prove our case. It's carelessness o little things At home and on die street Neglect m moving objects small Away from running feet. A makeshift Udder, sliding rugs, Electric cords that spark A disregard for cellar stain .And stumbling is the dark. Crowing where no crossings are While looking at the sky. Driving on a slippery road With milestones whizzing by. These are the things that ukt a toll We all should frown upon So watch for them whea oil the job. .As well as when you're on. --Humble Pipe Lit* Company. Houston, Texas JO OFFICERS OF THE AUTOMOTIVE AND MACHINE SHOP SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--W. C BARBER, senior safety engineer. Standard Accident Insurance Co., Detroit, Mich. Vice Chotrmow-"EDWARD D. RAHDE, supervisor--Employee Benefits and Safety, West* inghousc Air Brake Co., Wilmerdmg, Pa. Secretary--GILBERT A, SNYDER, supervisor. Safety and Sanitation, Allis-Chalmers Manufacturing Co, LaPorte, tod. Program Chairman--G. C. SQU1ER. safety engineer, Chrysler Division, Chrysler Carp., Detroit, Mich. Newsletter Editor--W. EUGENE STUFFING, director of safety. Carrier Corp, Syra cuse, N. Y. Engineering Methods and Procedures Committee--GEORGE E. HUMPHREY (Chair man), safety director, Cadillac Div, General Motors Corp, Detroit, Midi.; DAN F. BRADY, manager of safety. The Maytag Ga, Newton, Iowa; WILLIAM E. GRUBER, manager. Safety Engineering Dept, Standard Accident Insurance Go., Detroit. Mick.; JOHN R_ MAGORIAN. director of safety. Federal Enameling A Stamping Cd, Pittsburgh, Pa.; W. E. McKELDIN, safety supervisor, Westinghouse Electric Con*- Philadelphia, Pa.; D. T. MOULD, safety director. General Motors Corp, Detroit, Midi.: A. J. RUZICH. safety engineer. Chrysler Corp, Mopar Plant, Center Line, Mich.; ROBERT VERHAAREN. asst, safety director, Ford Instrument Co, Div. of Sperry Rand Corp, Long Island City, N. Y.; C. A DeMONGE, personnel director. Kelsey-Hayes Wheel Co, Detroit, Mich.; CARL J. PETERSON, staff safety engineer. Chrysler Corp, Detroit, Midi.; EUGENE E. GARRITY, safety director. Hunter Division, Robbins & Myers Inc, Memphis, Tarn.; ROE BOONE, safety engi neer, Procter & Gamble Defense Corp, Milas Arsenal. Milan, Tom.; MILTON A RATHERT. safety director, C. Hager Jb Sons Hinge Co, St. Louts, Mo.; JOSEPH MOORE, safety engineer, Schlage "Lock Co, Bayshore Bird, San Francisco, Calif.; MORGAN OWENS, Chevrolet, Oakland Division, General `Motors Corp, Oakland. Calif. Education mtd Teaming Committee--O, J. PICKEl.. (Chariman). supervisor. Safety and Medical Service, Wagner Electric Corp, St Louis, Mo.; W. EUGENE STUFFING, director of safety. Carrier Corp, Syracuse. N. Y.; ROBERT BEESON, safety super visor, Hagerstown Plant Perfect Circle Corp, Hagerstown, Ind.; JOHN E. KANE, supervisor of safety. Temstedt Division, General Motors Corp., T^0*00 Plant, Trenton, N. J.; WILLARD KERR, assodate professor, Illinois Institute of Technology. Chicago, 11L; DANIEL G. SULLIVAN, safety director. Pittsburgh Screw and Bolt Corp, Pittsburgh. Pa.; HUGO PETERSON, manager of training, Bendix Corp, Sooth Bend, Ind.; E. CLARK WOODWARD, director of safety, A O. Smith Corp, Milwaukee. Wis.; J. W. YOUNG, International Harvester Co, Chicago, 111.; HOWARD R. HANSEN, SR, Safety Engineer, Automatic Transmission Dtv, Ford Motor Co, Livonia, Mich.; LEO JOHNSON, safety director, John Deere, HarvesterWorks, East Moline, Ilk; ROBERT G, REEVE, administrative supervisor, AUisChaimers Manufacturing Co, Milwaukee, Wis.; L. R. MORRISON, safety manager. A,CJr. Industry, New York, N, Y,; J. T. GALLAGHER, personnel administrator, American-Standards Plumbing and Heating Div, Richmond, Calif. 31 Health sltd Maintenance Cmmiil#-*RAY HAAVEY (Chairman), unHB bIcZj director, Ford Motor Ox, Dearborn. Mich.; J. C RADCLIFFE, supervisor, ladcatrial Health Unit, Medical Section, Ford Motor Ox, Dearborn, Mich.; W. C. HAZARD, Industrial Relations Div, Owens-Illinois, Toledo, Ohio; J. W. LAKE^ imlumid bygjeue engineer, Michigan Mutual Liability Gx, Detroit, Mich.; JOHN B, HYNES, Oldsmobile Die-, General Motors Corp, Lansing, Mich.; M. F. BlANCARDl, uuu|tr. Safety Services Dept, Allis-Chalmers Manufacturing Co, Milwaukee, WU.; EDGAR O, PRANGE, safety director, Bendix Aviadoc Corpt, South Bead, Ind.; OWEN FEEL, safety department. Burroughs Adding Machine Co., Detroit, Mich. Membership Committee--RALPH M. COE (Chairman), safety director, Goodman Manu facturing Co, Chicago, 111; PAUL KRAMOS, chief safety engineer. Butler Manufac turing Co, Kansas City, Mo.; B. J. POVOLNY, safety director, Harrison Radiator Div, General Motors Corp., Lockport, N. Y.; F. H. HUMPHREYS, manager. Prop erty Dept, ACF. Industries, New York, N. Y.; J, E. MOORE, vice president. Corporate Service, Inc, Detroit, Mich.; H. K. HUNTINGTON, assistant consultant Industrial Service, International Harvester Co., Chicago, IU.; WARD ANDREWS, Protective Equipment Inc, Rock Island, IU. Staff Representative--HARRY C JOHNSON. National Safety Council. Chicago. III. OFFICERS OF THE POWER PRESS AND FORGING SECTION NATIONAL SAFETY COUNCIL 1957-58 Central Chairman--T. A KRAKOW, director of safety, Deere & co, Moline, III Vice Chairman--C. D. BRAINERD, safety director. Olds Forge Plant, Oldsmobtte div. General Motors corp, Lansing, Mich. Secretary--FRANK ' HAUSMAN, safety engineer. Employers Mutual Liability Ins. co. of Wisconsin, River Forest III Program Chairman---JAMES McCLIAMANS, safety supervisor, Westinghousc Electric carp, Sharon, Pa. Engineering and Technical Publications Committee Chairmen--VVII.LIAM H. BERRY, superintendent forge div. International Harvester co. Tractor Works, Chicago, III; ROBERT A. HEYDEX, chief, electrical and maintenance dept. Western Electric co, Chicago, III Education and Training Committee Chairman--THOMAS H. BULLARD, safety manager, The Budd co, Philadelphia, Pa. Public Relations Committee Chairman--DONALD W. STITT, ass't general manager, industrial relations. Continental Can cO,, New York, N. Y. Membership Committee Chairman--GEORGE M. JOHNSON, safety director, Diebold Inc, Cantoo, Ohio Off-the-Job Safety Committee Chairman---HAROLD F, LILLIE, director. Safety Council of Greater Lansing, Lansing, Mich. Xcursletter Editor--GEORGE R_ ORTH, staff assistant Acddent Prevention, Westinghouse Electric co, Pittsburgh, Pa. Staff Representative--ARTHUR S. KELLY, National Safety Council Chicago, 111 Members; JOHN D. ALLEN, safety director, Wyman-Gordon, Worcester, Mass.; HOWARD BUSS, safety director, Oneida Limited. Oneida. N. Y.; CHARLES B. CANNON, education div. Dept, of Labor. State of Illinois. Chicago, 111.; JOHN A. CHURCHILL, safety service dept, Allis-Chalmers co, Milwaukee, Wis.; HAROLD A DASCHNER, managing director, Pressed Metal Institute, Cleveland. Ohio; WILLARD A DUDLEY, dept of fire prevention and safety, Eastman Kodak co, Kodak Park Works, Rochester. N. Y.; `GIVEN H. DUGGER, director, health and safety div, U.SAEC, Albuquerque Operations Office, Albuquerque, N. M.; CLYDE O. ENOCHS, safety director, Chevrolet--Flint div. General Motors corp, Flint, Mich.; `ARTHUR R. GRAHAM, supervising safety engineer, Chicago District Bituminous Casualty corp, Chicago, III; `WALTER L. HANAU, assistant superintend- , ent, engineering dept. The Fidelity & Casualty Co. of New York, Chicago, III; `ED WARD A HESSMER. director of safety. The Oliver corp. South Bend, Ind.; WIL LIAM A ISAACSON, safety director, L. A Young corp, Detroit Mich.; HOUSTON B. LAMBERT, safety supervisor, ACF. Industries, Inc, Buffalo, N. Y.; FRANK W, 33 MARCACCIO, chief, industrial inspection div., Rhode Island Dept, of Labor, Provi dence, R. L; M. (MIKE) MCCARTHY, safety consultant, Columbus McKinnon Chain corp^ Detroit, Mich.; E. H. MEEKS, personnel and safety director, Transne & Wil liams Steel Forging corp* Alliance, Ohio; ELI D. MILLER, manager, Safety Council of South Bend, South Bend, Ind.; CARL J. PETERSON, staff safety engineer, Chrys ler corp., Detroit, Mich.; *G. DEWEY REED, safety engineer, Lansing Employers' Underwriters, Lansing, Mich.; E. D. SALLEE, company supervisor of safety and industrial hygiene, American Can co., New York. N. Y.; J. ROBERT SCHOLAR, Parrish Pressed Steel co., Reading, Pi; WILLIAM H. SLAGER, work safety super visor, International Harvester co, Tractor Works, Chicago, ItL; GEORGE SOWERS, safety director. John Deere Planter Works of Deere fit Co. Moline. I1L; F, J. VT.IRP1LLAT, M.D, The Oliver corp.. South Bend, Ind.; "EDWIN J. WALLMAN. district safety supervisor, American Brake Shoe co, Chicago, 1IL; GEORGE E. WIND, staff engineer, Gearing Machine corp,, drv. of U, S. Industries, Ine^ Chicago, III "Former General Chairman 34 Other Volumes in this Series (957 | Users of this volume will find much value in its companion volumes. Here is the iiu: CURRENT SAFETY TOPICS Vol.No. TITLE Stock No. I 6miI id DlilW Ua to til VIm..................... OtLTT--\ Z Avutiw: Aeronautical Industries Section A Air Tremport Section......... MU7-4 3 btic Slept in Accident Prevention............... ......................................... .. 02U7--J 4 Cement end Quarry Industries................................... .. 02127--4 5 Chemical Industries ....................................................... ..................... .. Q22J7--C 4 Coe! Minins Industry........................................................................... .................... 022^7--4 7 Centtruelion Industry end Public Employment (PublicGnplnyee Sitt'rn)... 07227--7 Electrical Equipment industry end PubCe UtffiUm, ........................................ 022J7-- 9 Perm Sefety .......................................................................................................... 022.27--9 10 Fertiliser Industry ..................... 02227--10 11 Food, Meet Peeking I Leather Industries, Trades end Services............ 02227--11 12 Glare and Ceramics Industry end Rubber Industry............................. 022227--12 13 Home Sefety .......................................................................................................... 0027-1) 14 Indurtriet Subject Sessions (Sponsored by ASSE).......................... .. 02227--14 15 Labor .................... ............................................................................................ 022J7--15 14 Maritime industries (Marine Section)........................................................... 0ZZJ7-->4 17 Metals Industry ..................... 02227--17 IE Metals Products Industries (Automotive end'Mechme Stop 5ectien Power Press end Forging Section)............................ ..................................... 922^7--11 It Mining Industry ........................................................................................ .. 0ZZJ7--It 20 Motor Transportation Industry (Commercial VelucJc Section)............ ........ 022J7--20 21 Occupational Health Nursing Section........................................................ . 022J7--21 22 Petroleum Industry .............................. ............................................................... 022J7--22 21 Printing and Publishing Industry...................................... 02227--21 24 Pulp and Paper Industry......................................................... ................. .. 022.27--24 25 Railroad Industry ......... ................... 022^7--25 24 School and Collage Safety...................................... .... 02207--24 27 TrefRe Safety..................................... ...................... 02207--27 2E Transit Industry .......... .............................................................. ................... 02207--2 29 Wood Products and Textile Industries.............. ............................ 02207--29 30 Early Morning Sessions. "Hums Relations end MamManayemaot**............... 02207--30 MINING Volume 19 INDUSTRY PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE lto9 copies Each 12 or less pages-- 13 tp 24 pages-- 25 to 48 fage*-- 49 to 96 page*--' Cker 96 page*-- $025 OS .45 .60 25 10 to 99 copies Ecth $020 J8 J7 .50 75 100 to999 todies Each $0.17 . OS J3 .4$ 70 1000 or more Each $017 05 33 ,45 .70 Complete set of Current Safety Topic* (30 vol*.)--$9.50. Slock No. 022.17 All price* shown are subject to a 10 per cent discount to National Safety Cnadl members. Transactions of the 43th National Safety? Congress (October 21-25, 1957, Chicago, IU.) NATIONAL 9APCTY COUNCIL 42* NORTH MICHIGAN AVR. CHICAGO 11. ILL. 740013*02 rsiBTis la .*.. MUM* 36 ' NATIONAL SAFETY COUNCIL ,425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Safety Incentive Award Systems In the Mining Industry................ ,T. C Heeler 5 Safe Use of Diesel Equipment in Underground Metal Mines... .Sohn C Holtx 7 Incentive Awards for Good Safety Records in the Mining Industry.................................................... .. .John McKenna Smith 20 Built-In Safety Features Surface Mine Plant....... ....................Robert W. Braund 24 Safe Use of Ammonium Nitrate Commercial Fertiliser as a Blasting Agent........................................................................................H. J. Grafton 28 Improvements to Underground Haulage System at TO*s One and Coal Mines.......................................... ...................... J. D. F. Evans 30 What We Arc Doing to Prevent Falls*of-Ground Accidents......... Philip Graves 34 The Safety Program of Bethlehem Steel Company................ ... .Charles R. Nell 38 Safety Program for the Butte District Operations of the Anaconda Company................................................................... Herbert A. Wendel 41 Officers . ............................................ .. 44 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13.000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the rasoe the National Safety Council was organized less than half a century ago. a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel 1 Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life; occupied the thoughts of the safety people at the Coogras. To encourage more widespread knowledge of the various fields of safety, the National Safet Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the bade page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE MINING SECTION This volume is a record of the sessions held at the 1957 National Safety Con gress by the Section, The conduct of these sessions is only one of the many cooperative activities which the Mining Section carries on in behalf of its members, and for the benefit of accident prevention work In the mining industry generally. The section gives guidance in ute preparation of a great variety of vhnii-i and educational material useful in the day-to-day safety programs of mining companies. The activities of the scctioa are under the direction of its executive committee, the members of which are listed at the close of this volume. 3 SAFETY INCENTIVE AWARD SYSTEMS IN THE MINING INDUSTRY by T. C. HECKER safety engineer, the M. A. Hanna co., (ran River, Mick Safety award systems arc the means of offering something tangible to employees. It is difficult for us to understand the in* tangible benefits derived from safety, but they far outweigh anything tangible. The intangible benefits are; for example tfie morale of the employees, the increase in production, and the greater earninga of em ployees whet lost-time accidents or injuries are reduced. The big problem is to stimu late awareness of safety and a safe attitude in employees. To do this, a safety award system is used because of its tangible bene fits. However, it should be realized that a safety award cannot replace the constant effort of employees, foremen, and super visory personnel in maintaining an interest in safety. It can be used only as an aid. There are various types of safety awards. The yearly award is presented on a calen dar-year basis for a no-iost-tizne accident or for achieving a predetermined frequmey and severity and it builds a competitive spirit among groups or organizations. This a good. However, if the group or mine has an accident during the first of the year, there is a letdown because the men have two years to go before they can hope to receive an award. The safety award that is presented only after a good record has been achieved does not seem to have a lasting effect It is usually spontaneous and unexpected; in other words, it acts as a slap on the back. This type of an award, however, is good as a supplement to a regular award system. The Individual award or the award pre sented to an employee working a predeter mined period without a lost-time accident ts good and has brought about desired results ui some organizations. This type of an award, however, stresses individual safety. If we are to be our "brother's keeper," we must have group safety and responsibility for others. Abo, in the individual award, the Injured employee suffers of hurt feelings when awards are issued. His accident may have been the fault of another employee or due to a condition beyond his control. Monthly awards tend to keep safety inter est alive throughout the year. This type of award can be supplemented with a yearly award. Economically, the monthly awards must be small if the program ts to stay within reason. Sometimes the value of th<* monthly award is increased for a consenttive period. This award is good because employees' interest in safety--with a little additional urging--builds up after an injury occurs. This type of an award was used by the M- A. Hanna Company in the Michigan District prior to 1952. But due to handling a great number of prizes and the feeling of not receiving the value per cost, it was .decided to try a system or combination ot systems--using the good points and eliminat ing the objectionable features of the monthly award system. We tried a safety award system based on an accident-free period of three mooths. Each mine u> the district would be eligible for a safety award when three calendar months had elapsed since the last lost-time accident The value of the award would increase with each. successive aeddent-free three-month period It would become stable at the end of a year's time, or four awards, and continue at that value in each following three-mooth, acadent-free period. Because the number of employees varies at each mine*, amount of the award was de termined by setting up a hypothetical base mine employing 300 men. This base mine would receive an award valued at $3.00 for a three-month, accident-free period; $6.00 for a six-month period; $94)0 for a ninemonth period; and $12.00 for twelve months with no lost-time accidents. If the mine went IS months without a tost-time acci dent, the value would be $12.00. If any acadent resulting to tost time oc curred, the muse would start over at the beginning of a three-month period. To com- S 2957 National Safety Congress pute the value of ait award, the average number of employees is multiplied by the period and again by $3.00 and divided by 300 (the exposure or number of men in the base mine). Cost of Award -- Average number of men x period x $3.00 300 For example; if a mine which employs 239 men goes six months without a lost-time accident, each man would receive an award valued at $4.75. This is computed as fol lows: 239 x 2 x $3u00 300 ~ In a mine where only a small number of men were employed, the prise would be of much value, so a guarantee or minimum was set up. This guarantee provides a prize of 75 cents for three months, $1.50 for six months, $25 for nine months, and $3.00 for twelve months with no lost-time acci dents. Either the gimrantee or the result of the formula is used, depending on which one is higher. After the value is determined, samples of five to seven prises are sent to the mice for the men to choose; Greater interest was maintained when an employee had a choice rather than coe item picked for the group. This entails more work at the mine office, but the results have been worthwhile. In offering a choice of prizes, one item is usually selected for hunting, fishing or some other sport. There is sometimes an item for children; another item for the home workshop; and one item for the Home. This last type of award is valuable because it brings industrial safety into the home and to the employee's family. A wife can pro mote a safe attitude in a man .if some of these awards are directed toward her. Some of the prizes--varying in cost--have been fishing reels, fishing rods, fishing creels, hunting jackets, wool shirts; camp stoves, small tricycles, saws, hammers, rises, clothes baskets, step Udder stools, and kitchen knife sets. One aid we use in con; unction with this safety award system--and is considered very necessary--is a bulletin board showing the number of days worked since the last lost-time accident This board is mounted in a place--usually the dry or the entrance of the shaft tunnel--where all the men can easily see daily bow many days they have worked since the last kart-time accident. They will then go to work with safety m maid and a desire to extend the accident- free period. Another aid is in oar monthly safety in spections with the Umocx. After inspecting the mine and discussing safety recommen dations with the mine supervisory personnel, the safety committee selects a development or stope contract for its good housekeep ing. The men working in this toutmet are awarded a prize--which averages $2.00 tn vahse and is usually a choice of a lunch bucket, jacknife or pocket watch--for lav ing a dean and orderly woiiaog place. We feel certain that the incentive safety system has done much to lower our fre quency and create an interest among our employees in oar safety program. Lowering the frequency will, in turn, help to lower the severity. It is tine that this type of safety award system coats matey. In a year's time; the 300-man hasc some would earn prizes worth $9,000, tot many claims managers or mine superintendents would be glad to have $9,000 as their total liability for a year without a day tost due to an accident. Because of the cost asd the in tangible benefits derived--such as a high morale amoag the men and an increase in production--most would welcome the dance: Any safety award system U only a part of an accident prevention program and it requires the constant effort of employees, foremen, and supervisory personnel to main tain a good safety attitude.^ 6 SAFE USE OF DIESEL EQUIPMENT IN UNDERGROUND METAL MINES by JOHN C. HOLTZ chief, Diesel Test & Research Section, U. S. Dept, of Interior, Bureau of Mines, Pittsburgh, Pa- Operators of mines became interested in interra!-combustion,engines as prime nxntrs for underground tatmnf equipment soon after such devices were allotted. When the Bunao of 1fiats was estab lished ta the United States Department of the Interior is 1910, gasofiae engines were bring used in mines and ><*! wwtimn with fatal consequences. The haaaids from these engines in underground service were: 1. Fire or explosion daring the y or use of liquid fuels. 2. Uahealthful coalitions nosed by the discharge of toxic and objection! coBJtitu- ents of the exhaust into the sndergRjoad atmosphere. 3. Ignition of flammable Mmugiliuu by the hot surfaces or tbc intake and rvfmmt openings of the engbe and by its ckmfal equtpcnmt. Fran practical experience with pirBw powered equipment it became nMat *-- these hazards were difficult to control. The exhaust gas contained high wiAtkw of toxic carbon monoxide which created dangerous focal conditions, even when large volumes of air ventilated the not That renditions were recognized by state authori ties, and most states dciclopcd laws or regu lations that prohibited gasoEme or other volatile fuels in mines except in very Grafted quantities and under careful saperrivoa. Be cause of these conditions, gasoline-powered equipment has virtually disappeared from modem mines. Modem high-speed diesel engines have the aoe flexibility as gasoline engines mid are less hazardous when used underground. As a consequence; the number used in metal mines and tunnels is increasing rapidly. The Bureau began to evaluate their performance b mine service about 20 years ago. Both research and practical experience bare shown that diesel engines are not safe in underground operations. However, with proper pmatkus and adequate vaitBatioo they can be used safely. Although most states prohibit Squid foeis m mines, many promt cSeael engiaes tmdergroand through special exemptions, provided that strict con trol regulations are followed. Essentially the not bayards exist in aria using either drisei or gasolme engines. However, the less volatile tod and less objectionable exhaust-gas characteristics of diesel engines, when peopoiy adjusted, re duce tbc degree of hazard. Bureau of Mines Schedule 24 describes tests design character istics. asd other requirements for approval of dtod-puweied equipment intended for application io metal and other aooccui mines asd tunnels: The present ducusztoa will ixniirfer the need for more important ap proval requirements, as well as other im portant practical precautions needed for the safe use of diesel equipment in underground metal mines: CHARACTERISTICS OF DIESEL FU& .As important factor in the safety of die sel agates in mines is the characteristics of the fori. Diesel foci is a petroleum distil late considerably less volatile than gasoline which has little tendency to form an exploefre mixture with air at normal tempera tures. To maintain this characteristic, the Bureau recommends that the flash point be 140" F. or. higher. Otherwise the fuel should conform to the engine manufacturer's recosunendcd specifications, except the sulfur coptene should not exceed 0>5 per cent. This restrictics on sulfur controls coa- csteradoa of the toxic sulfur oxides in ex haust gas and by this restricts the coocentratioo of these oxides in tbc mine atmosphere to safe hygienic limbs when' ventilation is satisfactory for other constitu ents of the exhaust Therefore, this restric tion on sulfur is an important part of tbc specifications for foci. 7 1957 National Safely Congreu All manufacturers recommend diesel fuel met by changes in the quantity of fuel in free from water, sediment, and dirt. Unless jected into this charge of air and ignited dean fuel is used is the engine, excessive spontaneously. Thus, under mm conditions maintenance and malfunctioning of the fuel* the composition of exhaust gas from mobile mjectioo system can be expected. Badly diesd machines b changing more or less worn or improperly functioning injection constantly. valves increase the hazards from objection able and harmful constituents in the exhaust gas. Altboogh diesel fuel is less hazardous than gasoline, it is a flammable liquid and should be handled accordingly. Only limited amounts should be taken underground and stored In a wdf-ventiiated location to re strict the flow of fuel if a container leaks or {aits during a fire. Fuel tanks of mobile diesel machines should be filled only near this storage, when facilities to handle spill age are available. Firefighting equipment should be available nearby and on each diesel machine The advantages gained from tess volatile fuel should not be SKrificed in the starting syston for the engine. Electric or hydraulic starting should be used. Electric starting may be assisted by properly installed glow plugs, if necessary. Gasoline starting en When the fuel:air ratio b below 0.06, the chief gases ia the exbinst are carbon dioxide and oxygen, pins water vapor and nitrogen. Tbe last two gases do not have harmful effects what the atmosphere con tains enough oxygen. In tins range of opera tion the concentration of carbon dxmdc in creases as the fuel: air ratio increases, while that of oxygen decreases. Carbon monoxide b always present in low concentrations, and other products of in complete combustion may be present in low concentrations, if at alL Pg" speed has tittle effect on these general relationships. However, the volumes of these constituents in the exhaust will Increase more or less in direct proportion to engine speed, and at higher engine speeds more ventilation will be needed to dilate and remove these prod ucts from the mine atmosphere. gines or other devices using volatile fuels Operation of diesel engines ia the range are not accepted oa approved equipment of fuel:air ratios above 0.06 U considered Undiluted exhaust gas from any internal- combustion engine b an unsatisfactory en vironment for workmen, and that from the diesel engine is no exception. Thus, a safe atmosphere in mines and tunnels can be maintained only when adequate positive ven tilation b supplied to dilute and remove the exhaust gas and to maintain oxygen at a safe concentration. undesirable la underground mines and was achieved in these tests by deliberately in creasing the fuel-injection rate. Ia this range of fuel: air ratios, products of incom plete combustion appear in important con centrations, which increase as the fuel: air ratio Increases. Thus, carbon monoxide, hydrogen, and methane increase in concen tration while carbon dioxide achieves a maxi mum and then decreases. These changes in DIESEL EXHAUST GAS Evaluation of the health hazard involves determination of the concentrations of toxie and objectionable constituents in the exhaust. concentration occur because too little oxygen is available to burn tbe fuel completely. Another characteristic of operation in this range b a smoky exhaust from soot or unburned carbon. These constituents include carbon dioxide, carbpn monoxide, aldehydes, oxides of sulfur (if the fuel contains sulfur)', soot, and oxides of nitrogen. When the volume of these gases has been determined, safe ven tilation can be calculated. Prom engine tests the operating conditions that produce the least quantity of some of the harmful gases can be specified. These results show that diesel exhaust gas may contain dangerous concentrations of toxic carbon monoxide comparable with those in the exhaust of gasoline engines. Smoke will create safety problems by de creasing visibility, and the volume of air for safe ventilation must be increased. Therefore^ diesel-powered equipment in mines should be adjusted to operate in the normal At a given speed the normally aspirated range of fuel: air ratios below 0.06, where diesel engine draws in an essentially constant hazards from toxic gases in the exhaust are charge of air. Various load conditions are reduced and the volume of ventilating air llwmQ lnd%xtry to remove exhaust gas from the mine b decreased. In the normal operating range of fuel:air ratios diesd engines deliver power In almost direct proportion to fudtair ratio. This direct proportion decreases, beginning at fuel:air ratios near 0.06; but maximum power b delivered at a fud: air ratio of about 0.06, after which power decreases itowiy. The change in fuel: air ratio from 0.06 to 0.06 increases power output about 10 per cent, whereas fuel consumption in creases about 35 per cent. Thus the cost for fuel increases, while the hazards from toxic carbon monoxide become intolerable. Opera tion of diesd engines m mines within tins range of adjustment must be avoided. Even in the normal operating range the exhaust of diesel engines will contain low concentrations of carbon monoxide. Though low, these concentrations generally are greater than 0.01 per cent by volume, tbe accepted safe hygienic limit for exposure of workmen. Engine speed generally has less effect on the concentration of carbon mon oxide than fuel: air ratio. This relationship for other engines may be slightly different, depending upon the design of the combustion space and the fuel-injec tion nozzles. However, the concentration b nearly always less than 1X25 per cent in the normal operating range below 0.06 fuel:air ratio. Because the concentration of carbon mon oxide increases so rapidly at high fuel: air ratios. Schedule 24 specifies that diesel equip ment be adjusted so the exhaust contains less dan 0.25 per cent carbon monoxide. With thb adjustment the ventilation of carbon monoxide presents no problon, as the volume of air required will be the same as that needed to dilute and remove the carbon dioxide from the mine. ALDEHYDES Odor and nasal and eye irritation of diesel exhaust gas appear related chiefly to the concentration of aldehydes. Observed con centrations are erratic, probably because of the heterogeneous nature of combustion ia the diesel engine, and often arc higher at low engine toads. In no instance during approval testing has the concentration of aldehydes been the controlling or critical factor ia safe ventilation. That is, safe ventilation for some other constituent of the is always more than adequate to dilute the aldehydes to a safe hygienic con centration for exposure of workmen. Thus, is properly ventilated mines aldehydes are not a hazard from the viewpoint of their toxicity. In any event, they give ample warning of their presence by odor and naai and eye irritation before the concen tration reaches a toxic level. OXIDES OF SULPHUR AND NITROGEN Experiments with a high-sulfur fuel have shown that all of the sulfur appears ia ex haust gas as sulfur dioxide or trioxide. The relationship of concentration to fuel: air ratio b rimibr to that for carbon dioxide in the normal operating range; that b, the <vwwtretiqn increases with fuel:air ratio. Hazards front these toxic and irritating oxides cut be controlled most easily by tbe sulfur in the fuel. When the sulfur wnifnt of the fuel is below 0.5 per cent by weight, ventilation to control other coostitnents of the exhaust will be suffi cient to control the hazard from sulfur oxides. Fuels with higher concentrations of sulfur may cause hazardous and irritating conditions underground. Toxic oxides of nitrogen are formed whatever air b heated to a high tempera ture. Consequently, these oxides are always present in diesel exhaust gas. Their concen tration depends partly on the maximum temperature attained during the power stroke and partly on the concentration of oxygen when thb temperature b reached. There b little evidence that the chemical composition of the fuel has any important effect on their concentration; the combustion of fuel simply provides the high tempera ture necessary for their formation. Two oxides of nitrogen are especially important--nitric oxide (HO) and nitrogen dioxide (NO,).- Initially nitric oxide b formed in the combustion chamber. Sub sequently nitric oxide reacts with excess oxygen in the exhaust system of the engine or in the mine atmosphere to form nitrogei dioxide. Exposure to other oxide is haz ardous, but tbe dioxide b more toxic and for safety must be diluted to a lower coo- castration. Routine analytical methods are not availa ble to determine each of these oxides, and 9 1957 National Safety Congress possibly others, in undiluted exhaust gas. instead, the phcaoldisulfomc add method is used to determine all the oxides of nitrogen together, except nitrous oxide (N.O). The results are calculated as equivalent nitrogen intake air of diesel engines will alter the norma! characteristics of the exhaust and may cause increased hazards. Effects From Exhaust Gas dioxide. In mines the exhaust from mobile diesel Although the 'maximum concentration of oxide* in the exhaust of each engine is different, the variations in concentration are similar in many respects. Low concentra tions are observed at low fuel: air ratios where the combustion temperature is rela tively low. In each engine a maximum con centration is reached as the fuel:air ratio increases, after which the concentration de creases. equipment enters the mine atmosphere near the eagine. Research has shown that ex haust gas redrculated into the intake air of diesel engines may cause undesirable changes us the composition of the exhaust Chiefly the coocoitratiaa of carbon mon oxide is increased because the oxygen sup plied to the engine is decreased and may- cause an increased fuel: air ratio. However, some orboa monoxide probably MINE ATMOSPHERES AND COMBUSTION is formed by further reactions of the re circulated carbon dioxide. These effects can The maximum concentration generally oc cur* at a lower fuel: air ratio ta engines with indirect-injection combustion systems and usually is lower than that formed in direct-injection combustion systems. How ever, the maximum concentration is an in dividual characteristic of each diesel engine and has been observed to range from 400 to 1,600 parts per million. In most engines be extremely important and serious at low engine loads with high concentrations of exhaust gas in the intake, or at high engine toads with relatively low concentrations of exhaust gas in the intake. Under either condition the composition of exhaust gas out be nearly the same as when a diesel engine is operated normally at a high fuel: air ratio above the normal range. the maximum concentration of oxides de creases slightly as the engine speed is in creased. Results of approval tests show that the safe ventilation rate for diesel engines is determined by the concentration of oxides of nitrogen in the exhaust, but the operating conditions tliat control ventilation are dif ficult to predict For this and other reasons it appears undesirable to base practical mine ventilation on limited field tests of diesel equipment In one instance, approval tests showed that safe ventilation was determined by the formation of oxides of-nitrogen at part load and medium speed. It would have been difficult if not impossible, to discover these conditions in field tests. When the ventilation rate Is adequate to maintain the mine atmosphere safely, these effects have tittle practical significance. However, it is desirable to dilute the ex haust gas rapidly so that it cannot recircu late directly into the air intake of the en gine- Furthermore, these undesirable effects may develop where ventilation is locally inadequate. Prolonged operation of diesel equipment in such an area causes hazardous conditions that become progressively worse and decidedly dangerous in a short time particularly if the engine is operating at a high load. Diesel engines should not be operated anywhere in mines unless ventila tion is positive and adequate. Effeets From Gassy Atmospheres Discussion 30 far has facet tunited to the operation of diesel engines in normal air near sea level. However, in practical mines using diesel equipment the atmosphere al ways will contain low concentration of ex haust gas, and local areas may exist where contamination with similar blasting gases is relatively high. Similarly, combustible gas (usually methane) may seep into the mine atmosphere from underground formations. The presence of such contaminants in the Operation of diesel engines in a gassy atmosphere was simulated in laboratory tests by adding natural gas to the intake air. The concentrations of carbon monoxide, alde hydes, and oxides of nitrogen in the exhaust all increased more or less in proportion to the concentration of natural gas up to the lower explosive limit These effects increase the hazards from toxic gases, even when the engine is operated in the normal range of fuel:air ratios. 10 Mining Industry Combustible gas in the intake air also supplies extra fuel to the engine. This effect raises the fuel: air ratio and at high loads may cause operation in the rich range where carbon monoxide is produced in large quan tities. Thus, a serioos hazard from tome carbon monoxide could <lmlop is metal names where gas may be encountered inad vertently. It also has been demcosxrated in the lab oratory that flammable atmospheres can be ignited by diesd engines with unprotected intake and exhaust systems. A fall descrip tion of these experiments is beyond the scope of this Diesd equipment approved under Sdafak 24 is intended for use only in mngassy mines and should not be operated where a famcablc ionosphere may exist Ample ventilation obviously will reduce the possibility of anw effects frees these sources. MANIFOLD PftESSUU AMD COMBUSTION Metal mines often are as high altitudes, where low baronactnc pressure reduces the density and weight of acr aspirated by diesel engines. Laboratory experiment* simulating operation at a high attitude have shown that the normal rwtatica of czxspoaitioa of exhaust gas and fuel: Mr ratio i oarianged. However, because the weight of air charge is lowered, the maxaman fad-injection rate must be deerrased to prevent operation in ibe rich range of fuel: air ratios where ex cessive carbon monoxide is formed. To maintain operation of the engine in die same desirable range of fuel: air ratios, (he maximum fuel rate must be reduced in direct proportion to the barometric pressure. When the engine is so adjusted, the same volume of air will provide safe ventilation at any altitude. The safe-ventilation rate and the maximum fuel-injection rates at various altitudes are given in the caution statement that accompanies all approved die sel machines. Conditions similar to those at high alti tudes wilt develop whenever the flow of air in the intake system of a diesd engine is restricted. An obvious cause for such a condition is a dirty air cleaner. For this reason, oil-bath air cleaners rather flan dty-air filters are required on approved diesel equipment. The maintenance schedule should include regular measurement of the pressure drop m the intake system, as well as periodic of the air cleaner. The caution statement for approved equipment recommends the maximnm pressure drop in the intake manifold for safe operation. Usually this pressure drop is reported for full-diroctlc. no-lowd operation, a condition that can be reproduced rredEly * the field. Other cess showed that bock gvn at the rcfamt lywnu. nriim ivamaaMe Stnits, had no npw*-- efface ow oomBastiow ha a four-cycle diesd miw. The rawboa state ment also iaefade* a wmnmam bock pres sure. which, if exceeded. gnfft the seed for cleaning the ixhsiwr vynoa Testa have not been made to dsceraane the effect of bock promt m a two<ydc eogior. Is this instance, bode pressure may have a more importase effect ue combustion because the Bow of h imuinf air. and hence the fuel:air ratio the rmrl--tvw process, would be affected. , Supercharging sad mrhwhirgiag are two relatively recent drreiopeuents in diesel-en gine design that affect manifold pressure. Each system increases the air pressure in the intake manifold and thereby the weight of air available for combustion. Thus the power output of the engine ran be increased by increasing the maximum fud-mjeetkm rate without causing undesirable combustion effects with respect to carbon monoxide in the exhaust. However, failure of either system to supply extra air to the intake of the engine may cause combustion at high fuel: air ratios, with resulting high concentration of carbon monoxide, as well as smoke, in the exhaust at high loads. Failure of such a system an diesel mine equipment is cause for removing the equipment from under ground service immediately. Preventative maintenance aa such equipment should in clude frequent teres for tightness of the in take manifold system. .Although most constituents of exhaust gas from supercharged or turbocharged diesd engines vary with fnd: air ratio in the same manner as in normally aspirated engines, the cooceatratico of oxides of nitrogen ap-pears to be aa exception. The results of a few tests have suggested that the increased air pressure causes an increase in concentra tion of oxides of nitrogen at higher loads. 11 t9& National Safety Congress This effect may require that the safe ven tilation Tate be increased more than in direct proportion to the increased maximum fuel rate. Approved diesel machines for mines must be equipped with an exhaust-gas cooling system capable of reducing the temperature to 160* F. under any condition of operation. So far, all satisfactory conditioner* atilLie the principle of adiabatic saturation of the exhaust gas with water vapor. The hot exhaust gas is bubbled through water to obtain the contact area necessary for rapid evaporation of water and cooling of the exhaust This design suggests that condi tioners also may act as scrubbers to remove some of the objectionable and harmful con stituents from the exhaust gas. Both aspects of conditioner performance will be con sidered. Conditioners as Coolers Bubbting-type conditioners cod the hot exhaust gas by transforming its sensible heat into latmt heat of evaporated water and thus tower the temperature of the final exhaust In this process sparks will be quenched, and some of the soot that is a normal constituent of diesel exhaust gas at high engine loads will be removed. Efficient conditioners may be cither a hatch type, operating with a variable water level, or a constant-level type, cootrolled by a float valve supplied with water from a makeup tank. In either type under equilib rium conditions the temperature of the water and cooled gas will be saturated with water vapor. The cooling system on approved diesel equipment is designed to need refilling only after use for an 8-boar shift. Either type of conditioner requites essentially the same amount of available water few the same cooling action. Conditioners of this type cannot be de signed to cool exhaust gas to a predeter mined tow temperature, because the mini mum temperature must be high enough for the cooled gas to rauore the evaporated water as vapor. The temperature of the cooled gas is related chiefly to the tempera ture of the hot gas when it makes contact with the water. However, the fuel:air ratio at which the engine is operating, the humidity of the intake air, and the baro metric pressure ail have perceptible effects. 12 When these conditions are known, the temperature of the cooled gas can be cal culated. On approved diesel equipment the temperature of the cooled gas will not ex ceed 160* F, at full load. Within reasonable limits, the volume of hot exhaust gas flow ing through a well-designed conditioner has no effect on the temperature of the cooled gas. The weight of water evaporated is directly proportional to the gaa-Sow rate In practical cooling systems the hot ex haust gas loses some beat by radiation and convection as it flow* to the conditioner. This desirable effect reduce* the temperature of the cooled gas and decreases the water needed for cooling. However, it may be offset by spray loss m the cooled exhaust. Therefore, conditioners for approved diesel equipment arc tested to determine the actual water loss when the engine is operated at full load The actual and calculated water loss must agree within about IS per cent. Approved equipment must have an effective coolingwater supply equal to one-third that required for continuous operation of the engine at full speed and load for tight hours. These tests are made at an elevation of 1.000 feet, and the water requirement so determined is more than adequate when properly adjusted, approved dieset machines are operated at higher altitudes. Conditioners as Scrubbers Bureau experiments have not verified the popular impression that conditioners remove most of the toxic and objectionable constit uents in diesel exhaust gas. Practical con ditioners filled with water have a significant effect only m removing aldehydes. Up to 50 per cent of the aldehydes may be removed by simple solution in water, but the solubility decreases at the higher water temperatures associated with operation of the engine at higher loads. The solubility effect also diminishes as the water becomes more nearly saturated with dissolved aldehydes and increased water temperature may release dissolved aldehydes into the final exhaust. Other observations indicate that there are similar but less pro nounced solubility effects on acid gases sufficient to cause corrosion that is elimi nated when conditioners are constructed of stainless steel. SHmimg Industry Many other experiments have been made on practical coodirioocn filled with aqueous chemical solutions. Sadi solutions maintain the cooling action, bat aaty one solution has a significant effect in naagriog objectionable constituents of cthanat gas. A 10 per ceot aqueous solution of itxfaan sulfite inhibited with (Li per ceot hydroqsinooe to prevent rapid oxidation of the sulfite will absorb all the aldehydes and dismatc the odor and irritation of diesel exhaust gas. This effect is not depcadeot on the design of the conditioner as king as it will cool exhaust gas efficiently. Caution should be exercised in the prac tical use of sodrant sulfite solutions. In hatch-type conditioners evaporation of the water may concentrate the solution and cause precipitation of saitx Ultimately such action may Mock gas passage in the condi tioner. This effect was not observed in the laboratory, where the operating level was maintained by the constant addition of makeup water. Many other full-scale experiments have l<ccn made in a search for Wilutinmi effective in removing other twosotumes of <Sod ex haust gas. particnlarty oxides of nitrogen. So far no solution ban aoogfc effectiveness to recommend its practical ok. Small-scale tests have been somewhat msec mcmiraaaig. However, the most effective solution* either lost their activity at tonpcratarcs expected m practical conditioner*, unwed multiple absorption units, or were hazardous to Iiandtc. At least one dry-type rtbimt-pi comfiuoner U available ceenaerenlly that wdl eliminate most of the carbon monoxide from diesel exhaust gas. if it is nuinaiBcd at a suitable temperature. Ko claims appear to Imve been made for the effectiveness of this device with respect to its action on other toxic constituents of exhaust gas. Unless (his device has similar effects on carbon dioxide and oxide* of nitrogen, it will be ineffective in reducing the volume of atr for safe ventilation of diesel engines in mines. If for no other reason, mines using diesel engines must be ventilated to replace the oxygen used in the combustion process. Earlier consideration* have shown that toxic constituent* in the mine atmosphere may be increased when exhaust gas is aspirated into the air-intake system of a dicsd engine. To avoid this effect, as well as exposure of miner* to undiluted exhaust gas. Schedule 24 specifies that the exhaust gas must be diluted before it caters the mine atmosphere. A very effective means of accomplishing this is release of the ex haust gas into the air from the radiator. A welt-designed dilution system can reduce the concentrations of exhaust-gas constit uents to nontoxic levels before the diluted gas reaches the mine atmosphere near the machine. The most rapid mixing of exhaust gas with radiator air is when the gas Is re leased through small holes in a multiported pipe or through a narrow slot. The gas outlet should be placed as dose as prac ticable to the fan and arranged to distribute the exhaust uniformly in the air stream. The diameter of the holes or width of slot should be as small as possible, because the size of the opening affects the distance in which mixing is completed. Secondary turbulence also is a factor in rapid and complete mixing within a short distance. With a well-designed dilation sys tem there is little possibility that exhaust gas will reach the breathing level of miners or the air intake of the engine in undesir able concentrations. DILUTION OF EXHAUST GAS Need for an exhaust-gas dilution system is suggested also by recent developments about the physiological effects of oxides of nitrogen. New information on the toxicity of nitrogen dioxide recommends that tire former bygenie limit of 25 p.pum. for total oxtdes of nitrogen be changed to five p.pjn. of nitrogen dioxide. Safe ventilation in metal mines is frequently determined from the concentration of oxides of nitrogm in diesel exhaust, and it is important to con sider the effect of this change on ventila tion requirements. Chemical and kinetic studies show that nitric oxide (NO) is formed during com bustion in Hie diesel engine. As the exhaust cools, this oxide reacts with oxygen to form nitrogen dioxide (NO*). The reaction prob ably begins in the exhaust system of the engine and continues in the mine atmosphere. The rate of reaction is a function chiefly of the concentration of nitric oxide; and, when its concentration is reduced to 25 13 1937 National Safety Congeest p.pjre., the formation of nitrogen dioxide is greatly retarded. Tests of diluted exhaust (u flowing from well-designed dilution systems suggest that there will be few instance* where the con centration of nitipgen dioxide exceeds five p.p.m. before further dilution takes place in the mine atmosphere. Thus an exhaust-gas* dilution system is desirable on all diesel equipment used in mines. When such dilu tion is practiced, the present method for calculating safe Ventilation is satisfactory. SAFE VENTILATION Information od the composition of exhaust gas makes it clear that positive ventilation must be supplied in redoes using diesel equip ment (1) to dilute and remove the exhaust gas and (2) to maintain a safe concentra tion of oxygen. The rate of ventilation for this purpose may be calculated from the results of comprehensive engine tests. De tails of the calculations have been reported elsewhere. They involve the volume of ex haust gas generated in a given time, the concentrations of harmful constituents, and the safe hygienic limits of the harmful con stituents. From these data the volume of air necessary to dilute the exhaust gas adequately to a condition safe for the ex posure of miners can be calculated. On the basis of physiological effect* and quantity* in exhaust gas, the important harm ful constituent* are carbon dioxide, carbon monoxide, and oxides of nitrogen. The gen erally accepted safe hygienic concentrations for these gases arc: Carbon dioxide 0.5 per cent; carbon monoxide, 0.01 per cent; and oxides of nitrogen (calculated as equiv alent nitrogen dioxide), 0.0025 per cent. The quantity of normal air necessary to dilute a particular constituent of exhaust gas to the safe hygenic concentration can be determined with dose approximation from the telation: C Q - V X --; in whidi-- y Q -- the volume of normal air required for ventilation (cubic feet per minute), V = the volume of exhaust gas pro duced by the engine (cubic feet per minute), C = the concentration in the exhaust gas of the particular toxic constit uent under consideration (per cent by volume), and y ** the safe hygienic concentration for the particular toxic constituent un der consideration (per cent by vol ume). The values of V and C are determined from the engine tests. Results from several operating conditions must be explored to determine which condition and which toxic constituent requires the greatest volume of normal air to dilute it to the hygenic con centration. The maximum volume deter mined anywhere in the operating range of the engine is multiplied by a safety factor of two to find the safe ventilation rate in mines. The safety factor of two is used to allow tor possible physiological effects of mixed gases. The safe hygienic concentrations of various gases were determined for exposure when only that particular gas was presoit. Experience with disasters and air pollution in industrial areas during static atmospheric conditions suggests that these coocentralions should be reduced who) several toxic or harmful gases are present simultaneously. Investigation after the Donora disaster in dicated that no one known constituent in the static atmosphere reached or exceeded the generally accepted safe hygienic concentra tion. The exceptionally high number of deaths after exposure to the atmospheric environment for several days suggests that effects from mixtures of harmful gases may be additive or cumulative. The safety fac tor of two will be helpful in eliminating possibly delayed effects where miners are exposed to similar mixed gases daily. In the foregoing discussion of safe venti lation, certain objectionable constitooits of the exhaust gas were not considered. This procedure is possible because of certain in terrelationships between the constituents of exhaust gas and other experience from en gine tests. For example, carbon dioxide Is one of the constituents that uses oxygen ui its formation during combustion. With nor mal fuels it is possible to show that safe ventilation for carbon dioxide will supply enough air to maintain a safe concentration of oxygen in the mine atmosphere- 14 Mining Industry Sulfur oxides are controlled by (he sulfur content of the fuel to OlS per cent. With this limlaticQ. TtadhfM far carbon dioxide also win be sfagan for sulfur oxides. With respect to aldehydes, experience in approval nrestgaaas sheer* that safe ventilation for ocher a'imjninret of exhaust gas is always more than soAckar for aldehydes. In any event, odor and irri tation from aldehydes give eaMsdera&fe warning of their presence before daugsron* concentrations are reached Although general relationships Wmwi the constituents of exham* gas can be pre dicted, others are variable for <acb indi vidual diesel engine. Cossejocntly. it has not been possible to develop accurate em pirical relationships for calculating safe ven tilation. Most frequently, safe ventilation must be based on the concertration of ox ides of nitrogen in the exhaust. In a few instances the maximum ventdatioo is re quired for either carbon dioxide or carbon monoxide. For these and other reasons no diesel engine should be placed la widerground service until engine tests hare been made from which safe ventilation can be calculated. Some time ago it was suggested that 75 cubic feet per minute per brake-horsepower at maximum speed and toad was enough ventilation for diesel engines in mines. Since (hen. more experience with a larger number of engines ha* indicated that safe ventilation an this basis ranges from 100 to 250 cfjn per b.-hp. Because so many factors affect the ventilation of diesel engines in mines, prediction of safe ventilation from a simple empirical relationship seems impractical, if not dangerous in some iasranecs. EFFECTS OF VENTILATION The rate of ventilation specified for ap proved diesel equipment will maintain satis factory mine-air conditions under any con dition of operation of the equipment, if the engine is adjusted as specified and the air for ventilation reaches the place where the engine is operating. Obviously there will be limes when the ventilation appears exces sive. -For example, where a diesel engine is idling, leu exhaust gas is delivered into the mine atmosphere than where it is under toad at a higher speed. The exhaust of many diesel engines may contain a higher coneauration of aldehydes whoa idling; and odor near the equipment any be more notiemhl^ even though the corefiMKr water is cooler and should dis solve more aldehydes. For this and other reasons it is recommended that the engine he shift off when diesel equipment is idle;. Ventilation also may seem excessive at treats in haolageways. When a diesel loco motive or other haalage equipment travels opposite to the direction of air flow or exceeds the air velocity 'at the same direc tion, the effect for a single trip may be the tame as though the locomotive were run ning through fresh air excessive to normal ventitariou requirement*. However, during crcltc operation the equipment will pass `epeatedly through previously contaminated air and ultimately will cause local areas to become hygienically unsafe, unless the over all rate of ventilation is satisfactory. In one instance involving haulage with less than approved ventilation, periodic tests showed that contamination of tbe air reaching a loading station increased as time passed and occasionally was somewhat excessive by ap proval standards. Observations at another mine showed in sufficient ventilation by approval standards, but fresh air reached the loading station. Thus the only exposed workmen were the trainmen on a moving trip. Fortunately, the normal cycle of operations involved travel outside the mine portal, so that con tamination in the hautageway was less than might otherwise be expected. In contrast to these examples, areas of excessive local contamination might develop in small haulageways from the ram effect of moving diesel equipment or in very large rooms where ventilation could bypass the immediate location of the machine. An ade quate dilution sj-stem for the exhaust gas tends to coaqteract such possibilities. Reports on practical mining conditions in dicate that diesel equipment often is op erated in dead ends with tittle or no ven tilation. Simple calculating shows that operation of a 50-horsepower engine at lull load in a 10- by 10- by 50-foot entry with out ventilation can produce undesirable hy gienic condition* in two or three minutes.' In a few minutes more, the nearby mine atmosphere will become decidedly mere dan gerous because of oxygen depletion and a progressively rapid increase in the genera ls 1957 National Safety Congress tion of carbon monoxide. Hence, operation of diesel equipment where ventilation is in adequate should be discouraged vigorously. Alt diesel equipment should be shut down immediately when positive ventilation is in terrupted for any reason. It is self evident that safe ventilation for several pieces of diesel equipment is an additive function of the requirements of each and should be provided in addition to ventilation required for other purpose*. It is conceded, however, that, when several diesel units are operated in the same mine, this additive requirement may be relaxed to some extent, if each operates on a different toad pattern. Any such relaxation can be derided only after a careful survey and study of tndividtal mine*. MAINTENANCE OF DIESELS So far the Bureau has had little oppor tunity to make a carefully planned study of requirements in diesel-engine maintenance. Much more experience is needed before a fully reliable discussion of the many aspects of satisfactory maintenance can be pre sented. Nevertheless some interesting in formation has been accumulated. Obviously, fuel injection may have an important effect on combustion. Bureau of Mines laboratory tests have shown that identical injection valves in proper mechani cal condition and adjustment can be used interchangeably without causing a significant change in composition of exhaust gas. Also, the opening pressure of spring-loaded injec tion valves in indirect-injection engines could be varied within reasonable limits without producing a significant change in the con centrations of toxic constituents. In two indirect-injection engines, leaking injection valves caused only a slight increase in the concentrations of carbon monoxide and aldehydes. In one instance, only one injection valve was leaking, while in the other all four valve* were leaking. This condition would increase the hazard from diesel engines in working mines, and condi tions that might cause such leakage should be avoided. Among other precautions only clean fuel should be provided; and the fuel system, particularly the filters, should be well maintained. Only limited experience is available that indicates similar effects from injector coo- ilitlon in direct-injection combustion systems. Injectors for these systems usually faave multiported tips that direct the distribution of Cud in the combustion chamber. A stoppage or excessive wear in one or more of these ports would cause a change in fod discritmlion and probably an undesirable change in the composition of exhaust gas. In maintenance operations imperfect injec tors should be replaced only with perfect ooes of the same design. One instance has been observed where a change in injector-nozzle design caused a substantial increase in the concentration of oxides of nitrogen in the exhaust, although the power performance was not affected. This change in the exhaust gas necessitated an increase m tbc ventila tion rate needed for mine applications. This experience anphaaizes the import**** of en gine tests before diesel equipment is used underground, as well as the dinger of per mitting changes in the design of engine components without additional test*. Some interesting practical remits have liccn reported in England, where the per formance of diesel locomotives in coal mines was observed carefully for about two years. At "full" load, pulling a train upgrade; the carbon monoxide in the exhaust increased with time or milage in service and even tually exceeded the statutory tirort of 0-2 per cent. In one instance the concatratioo of carbon monoxide after 10,000 mala of travel had increased to about 0.4 per cent. \`o similar increase was observed for `'rac ing** or "idling** when considerable excos air is present during combustion. A major overhaul invariably restored the original desirable performance under "full** Iced. Other results showed no increased hazard from oxida of nitrogen under these condi tions. PROBLEMS IN FIELD TESTING Results also were reported on the per formance of new and used engina is lab oratory tots. Used engina produced more carbon monoxide but less oxida of nitrogen. Many states have control regulations re quiring that diesel equipment be adjusted suitably to avoid high concentrations of car bon monoxide in the exhaust before it is placed in service underground. Specific di rections for these tests are seldom, if ever, included In the regulations, but the implica tion is frequent that they may be made in 16 Mirnng Industry the field. Hence, some ceosideratioa of problems in field testing may be pertinent to this discussion. Diesel engina in good mechanical condi tion usually generate excessive carbon mon oxide only at high loads when the maximum fuel injection rate is utc<L Such oooditians may occur during rapid, prolonged accelera tion, as on a long upgrade To be most in formative, sampla should be taken during constant conditions, which are difficult to maintain with the equipiaat in motion. Furthermore, sampling of moving equip ment may be dangerous. However, if the exhaust shows black smoke under such con ditions, it is aa almost tndrcatioa that the engine is adjusted improperly for mine service. Who* engina traumai* power through a. torque convener, the equivalent of full-load combustion performance can be obtained by running the engine at fell throttle with the output shaft of the torque converter locked. Although the engine is operating at aa in termediate speed, the composition of exhaust gas is nearly the same as at full load and speed though the volume of vh?w is considerably less. Again, a smoky exhaust indicates improper fuel adjustment for un derground service. During such tests the diesel equipment must be anchored so that it cannot run away, and the operating time must be short to avoid excessive overheat ing of the oil in the torque converter. The sampling procedures must be well-planned and executed quickly. Interpretation of analytiral results is not always easy, either. Sampia haw been received at the Bureau `'full'* toad, but the analysts shows three per cent carbon dioxide ud about 200 ppm oxida of nitrogen. Obviously the engine probably was operating at full throttle, no load, and the results suggest that very tittle carbon monoxide should be expected. Such a ample gives no information about conditions that may be critical with re spect to either carbon monoxide or oxida of nitrogen. For emnpl^ the iwgromim concentration of oxida of nitrogen in the exhaust of indirect-injeetioa diesel engina is usually observed az aa intermediate toad at any speed. Such a lead cannot he predicted precisely or attained easily in field tests. Such practical difficultia are the rea sons why the Bureau recommends that only approved diesel-powered equipmoit be used in metal mina and tunnels. Engine tests during approval investigations famine per formance throughout the possible operating range. Safe ventilation is then rahrilaitt from results at the most hazardous operat ing condition. Equally reliable results can not be developed from field tats. Considerable care must be exercised in evaluating field performance through the use of portable instruments. For example, die Bureau of Standards carboe monoxide detector is used frequently to indicate carbon monoxide. The indicator tube shows a green or blue-green color related to the cooceatntion of carbon tnoooxide, provided interfer ing gases are absent. Unsatoratcd-hydrocarboo gases may intensify the color, but oxida of nitrogen bleach it Qualitative tats of undiluted exhaust gas may show no color, even though carbon monoxide is present, because of the stroog bleaching Action of oxida of nitrogen. Such on obviously incorrect result can be improved by first passing the sample through a filter containing specially treated char coal. Later a few tests were made on diluted diesel exhaust gas with the filter in place. Results showing seemingly reliable and uni form coloring of the indicator were inter spersed with other determinations showing intense local coloration an the inlet end. Obviously such results must be Interpreted with considerable are. Furthermore; the sampling period with this instrument is about 45 seconds, so that some judgment must be used to decide whether uniform conditions pm-ailed at the location for sampling. Care must be taken also to select reliable locations for -sampling in evaluating prac tical mine atmospheres. Sampla showing little or no contamination must be inter preted with caution, as such results may be inconsistent with the ventilation rate. Such results suggest that some nearby area is excessively contaminated. Sometimes the analytical results and other observations may suggest that contamination came from blast ing gases rather than diesel exhaust gas as these gases are frequently similar in composition. 17 iQ$7 National Safety Congress ADVANTAGES OF AFFROVAL Approval investigations are undertaken only after formal application for the inves tigation by the manufacturer of diesel equip* menti The application must be accompanied by the fees for (he work to be done. These fees are placed in* an escrow account until the work is completed. A subassembly, in cluding the engine and conditioner, must be submitted to the Bureau laboratory near Pittsburgh for complete tests. Later a complete machine must be available for final inspection and tests of the exhaust-gas dilution system. Upon satisfactory' completion of all tests and inspections, the machine must be com pletely identified by drawings, bills of ma terials, and specifications for the Bureau's records. Only then does the Bureau issue approval papers to the applicant and an nounce that approval has been granted. Ap proval entitles the manufacturer to identify the equipment with an approval plate signify ing that is is constructed in accord with the records filed at the Bureau. This plate shows the model number of the machine, its serial number, the approval number, and the minimum ventilation rate for safe opera tion of the equipment In underground mines. All records and test results of the Bureau are confidential, and such information is appropriately safeguarded against disclosure. Detailed results of satisfactory tests are available only to the Bureau's engineers and not released to the applicant or any others. Unsatisfactory results are disclosed to the applicant as a guide in correcting defects. Approvals of diesel equipment are issued only by the Branch of Electrical-Mechanical Testing at Pittsburgh. Several advantages of approved dieselpowered equipment in underground metal mines and tunnels are: I. Jhc exhaust-gas composition is suita ble for the use of the diesel-powered machine underground when the engine is in proper mechanical condition and adjusted to the maximum rate specified in the approval papers. Z The conditioner has been tested in a subassembly with the engine and will cool the exhaust gas satisfactorily for an eight hour shift without replenishment of the water supply. 3. Exhaust gas is discharged into the mine atmosphere through a dilution system that greatly reduces the possibility of local areas where dangerous concentrations of harmful gases may exist. 4. The ventilation rate has been deter mined from engine performance tests and is ample to dilute and remove the gas from the mine and to maincus a safe concentration of oxygen in the mine atmos phere under any approved condhico of en gine operation. 5. The caution statement provides infor mation for satisfactory adjustment of the maximum fuel rate of the engine for safe operation at any altitude, with the approved ventilation rate as well as lecotiancndations for satisfactory maintenance and suitable repairs. & Fuel-metering and governor adjust ments are sealed, so that tampering by un authorized personnel can be readily ilnwiwt 7. 'A fuel-shutoff valve is provided for emergency use. 8. The electrical system has been in spected for safe construction and operation. 9. A fire extinguisher is available for prompt use in an emergency. 10. The manufacturer understands his re sponsibility to construct approved <nuipmw in accord with record drawings and specahcations and maintains inspection records to show that this responsibility has bw recognized and applied. The provisions of Schedule 24 arc not intended as a static and questionable limita tion on the use of diesel-powered equipment in underground metal mines and tunnels. Instead, these requirements should be ac cepted as effective aids and guides in the safe use of such equipment Furthermore, the history of the Bureau's administration of ritrwfaf schedules few other specialized mating equipment should make it ttiifcut that all schedules arc guides in tadergrotmd safety that recognize the dynamic forces in the Amrricui mining industry. CONCLUSIONS Diesel-powered equipment can be operated safdy to underground metal mines and tun nels only when adequate, positive ventila tion is supplied to dilute and remote the exhaust gas from the mine and to maintain lg Miming Industry a safe concoitration of oxygen in the mine atmosphere. The concentration of toxic and objectionable constituents in diesel ex haust gas is related chiefly to the fuel: air ratio at which the engine is operated. The maximum fuel-injection rate must be con trolled and restricted to avoid the produc tion of excessive quantities of carbon mon oxide. Such an adjustment does not restrict unduly the maximum power output of the diesel engine but allows its use underground with a relatively reasonable ventilation rate In approval investigations, engine tests are made to determine the exhaust-gas char acteristics and to obtain performance data irons which a safe voitilation rate can be calculated. A safe ventilation rate cannot be predicted with assurance from any gen eral empirical relationship, chiefly bause the generation of oxides of nitrogen appears to be si individual characteristic of diesel engines. Odor and eye and nasal irritation of dieexhaust gas appear to be caused chiefly by aldehydes. They reduced to a safe conmtnuoa in the mine atmosphere when adequate reotilatioa is provided for other (umiuicitt of diesel exhaust gas. Toxicity and irritation from sulfur oxides in <csd exhaust gas arc controlled by re stricting the sulfor content of the fuel to a maususn of &5 per cent. Coocfitiooers are used on diesel equipment to cool tbe hot exhaust gas. Cooling is Munyhihcd usually by adiabatic saturation with water as the hot gas is bubbled through water. This action will dissolve some of the aldehydes m exhaust gas but has no impor tant effect on other constituents or on the volume of air required for safe ventilation. Effective sustained removal of aldehydes can be obtained when water in exhaust-gas conditioners is replaced by a sodium sulfite solution inhibited oxidation with hy- droquinonc. Otherwise no practical solutions are known to be highly effective in removing other toxic or objectionable constituents of ex- Imist gas. So far no exhaust-gas conditiqning device has been developed that by its action on exhaust gas will allow an impor tant reduction in volume of air needed for safe ventilation of diesel equipment in un derground metal mines or tunnels. A well-designed exhaust-gas dilution sys tem reduces substantially the dangers from local areas highly contaminated with ex haust gas, as well as the increased hazards that may develop when exhaust gas is re circulated in the intake system of a diesel engine. Rapid dilution of exhaust gas also decreases possible hazards from formation of nitrogen dioxide in the mine atmosphere. Approved diesel-powered machines are tested to determine exhaust-gas character istics throughout their load range and are equipped with a satisfactory exhaust-gas conditioner and dilution system The ven tilation rate specified in the approval papers is safe for any condition of operation, pro vided only that the maximum fuel-injection rate is adjusted according to the caution statement for the altitude at which the die sel machine is being operated. An approval plate on a diesel-powered machine shows that it has been constructed in accordance with record drawings and specifications on file at the Bureau of Mines by a manufacturer who must maintain in spection records to show that his respon sibility for constructing an approved machine has been recognized and applied.^^ INCENTIVE AWARDS FOR GOOD SAFETY RECORDS IN THE MINING INDUSTRY , by JOHN McKfMNA SMITH safety engineer, Asbestos Corporation Umited, Thetford Mines, Quebec, Canada This paper deals with the application of safety incentives at Asbestos Corporation limited in Thetford Mines, Quebec. Awards for safety achievesects have bees used by this company for the past six years. This period compared to as equivalent period before the award peofrasn shows the acddent experience has improved appreciably. To attribute the improved experience o!dy to safety incentives would be incor* red because supervisory tsahaoc aad re vised and improved methods have helped oar accident prevention program* Never theless, no single feature has been more instrumental in making our workers safety conscious than safety incentives. Asbestos Corporation Limited is engaged in the mining and milling of asbestos ores m the Thetford Mine*---Black Lake district of Quebec. Some 2,000 men are employed, operating three plants with a targe expan sion program m progress at one of them. Each plant consists of a mine; a milt, main tenance shops and facilities for the storage and shipping of bagged asbestos. INCENTIVE PLAN Six years ago the safety department of Asbestos Corporation Limited examined sev eral plans to improve the safety record of the company. If accident prevention could be constantly before the worker, the accident frequency and severity would decrease This would lower the wnpumlwin rats sac* this company operates on a merit rating busts ^within the rate structure set by the Quebec Workmen's Compensation Coemnstion for the Quebec Asbestos Mining As sociation. A safety incentive plan was proposed to management based oa the following prin ciples; I. The goals for safety awards should be realistic and possible to attain by any group which would pay particular attention to acddent prevention. 2. The employees should know their standing during the time the plan is in operadon. .1 The awards or incentives should be distributed to as many employees as possible, 4. One group of employees should not be for the poor performance of another group. 5. Tangible prizes are better than mone tary awards. 6. The safety incentive plan must be understood by all employees. Management accepted a safety incentive plan based on these principles, and it began on November 1st, 19S1. It Is still In opera tion. I will elaborate am each principle aad show bow these principles were applied by our company. The success of the plan ts doe to strict adherence to the basic prin ciples. GOALS EASY TO ATTAIN Before proposing any safety incentive plan, it is advisable to review the past experience of the company and of other organizations in the same industry. This review or survey will guide in setting objec tives for safety awards. It would indeed be imralistic to base objectives cm a yearly frequency of five lost time accidents per irollioo man hours of exposure when your best previous fre quency has been 20 and that of the industry 12. In other words your records and set your objectives so they may be reached by extra effort ra the field of acci dent prevention. Do not expect miracles and do not set the objectives so high the employees will fed they caamt attain these objectives. At Asbestos Corporation TJm-t--> our survey o past experience and local ceodltions Indicated that consecutive nu-driu worked without a lost time wriii mould 20 iiimimff Industry be tiie bat basis on which to make awards. This basts had several advantages, among which were: a. Within our reporting or tabor aecouatfag set-opw this figure could be easily reported by the timekeeping departments daily. h. If a lost time accident occurs on any day during the month, it is not acces sary to wait until a sew period before another ao scodent record can start. The objectives were set so that once the first was reached, the group continued to amass consecutive shifts since the last lost time srridat When the second or third objectives are reached, awards of greater value are iKstrihmH. To be more specific, groups or plant dtvisicos are awarded safety incentives after 10,000. 25X00 and StijOOO shifts without s lost time accident. The value of the award at 2SX00 shifts is approximately two .ind one-half times the value at 10,000 r * ugh only 15X00 couswutirc shifts ' . been added to the total. EMPLOYEES KNOW WHERE THEY ' ANO The employees should know their relation to the objective when the plan is in opera tion. This principle is extremely important in any work where an objective is being at tained. Everyone is faatiBar with the ther mometer chart used in charitable "***?**!"* and war bond drives. For the safety incen tive {dan at Asbestos Corporation Limited, bulletin boards at the plant entrances or In the punch clock rooms, showed the number of consecutive man-shifts worked since the last lost time accident for each group operat ing as s uuxt. These beards are kept up-todate dally by the timekeeping department at the plant MANY AWARD WINNERS The awards or incentives should be dis tributed to as many employees as possible. Several plans operate with the supervisory empioyeea rewarded for safety records es tablished by tbeir workers. Other plans allow so many awards per department or per 100 employees. We distribute awards to rack employee of the deportment or plant dmskm eligible tmder the plan. The cost aad selection of awards will be explained later hi this paper. By every employee receiving is award we are eliminating two employe* opposi tion* to an incentive plant a. They fed they work to establish the safety record aad then the supervisor receives the reward. b. Many fed if thdr names were r***^*f m a box and one name dram for a safety award, their name would cer tainly not be drawn. In other words, they are jot not lucky in lotteries. AQ production and maWcnancg employees, the plant supervisory aad clerical staff, and watchmen am eligible for safety awards. Head office staffs laboratory employees and a group at our noo-operaring properties are not adaded in the plan. One group of employees should not be penalised for the poor performance of another group. When setting up a safety incentive plan based oq group incentives, have groupe or units of employees who do the same work. The groups should not be too targe. Too mlwy ai|ti be J*--l*l for die poor safety performance of a small propor tion of the group. Since tins Is a group effort, it requires good tearuwosk and it is awaring to see bow older employees advise new meat on unsafe manner. .The breakdown of each plant for the safety locative plan followed the main working divisions: Le, mine, min, shops or maintenance, and general or yard labor. Each group is a out which operates inde pendently ia the plan. If a tost time acci dent oucurs in the mtU, it does not affect the records of other groups. The groups are not equal ia site bat by g the objectives on the basis of em- secutive man-shifts wotted riocr the last lost time accident, the exposure to injury is equal for all groups. The objectives are. the tame for all groups. There were several objections to this; many employees ****their work was more hazardous and should therefore receive a handicap. Oar experience however, has shown that the equal objectives for all groupe were justified. This Is a point to study carefully before an incentive plan is put into operation. 21 J&& National Safely Congress It U preferable to distribute useful items as safety awards than- to civ* the equivalent in cash. Many companies distribute individ ual pins, or departmental trophies. This certainly advertises the accident prevention program but a pocket knifes wallet or some small tool U a constant' reminder of acci dent prevention. The distribution of useful items has been quite popular among our employees. The safety incentive plan must be under stood by all employees. This basic principle applies to any incentive plan initiated and operated by a bmineii organisation When the safety incentive plan began, notices were posted on aU company hwlletin boards ex* plaining its operation. Meetings with super visors illustrated in more detail just bow the plan would work. When new employees are hired, the plan is explained in the pre* employment interview. To recapitulate briefly the safety incentive plan of Asbestos Corporation Limited: Each operating plant is subdivided into four sec tions which operate independently in estab lishing safety records of cnnieciitlva nanshifts worked without a lost time accident. When on* of the following objeOnrcs is reached. 10,000, 25.0001, or 50,000 and so on in 25,000-shift ioeremeojs, each employee is entitled to a safety award If he has worked at least 75 per cent of th* time in that section daring the period the record or objective wws being established. If a tost time acrideot occurs is a taction, the cumulated man-shifts drop to aero and a fresh start is rasdc SEtfCftNC AWARDS FOR SAFETY The selection of suitable awards ts im portant. When employees arc eligible for awards, they are eititled to the choice of one of fire or six items. The systen used by Asbestos Corporation Limited entails more work and possibly has tome disadvantages but it Is more acceptable to our employees. If we decided everyooe was to receive a flashlight or a pen knife there would be many complaints about bow many our m already had; therefore, it is wise to allow a choice of award*. "1 The dedtiou of'the five or six items is made along the following principle: two personal items, Le, pocket knife, flash light, lighter; two items for the bcam^ La, Pyrex ware, table lighters, mixing bowls; two tools. La, hand axe, pliers, tapes. To illustrate the range of awards distrib uted over the past five and a half years, the following list for each series of awards has been compiled: First Award (IQfiQO shifts) Mixing bowls, flashlights, table lighten, playing cards, aah trays, pipes, thermos bot tles, wescot wrenches, combination squares, hananere, tamers* mips, hand axes, wrench sets, ball point pens and nuors. Second Award (25000 shifts) Steak knives; Silcx coffee makers, bill folds, vises, can openers, casting rods, pipe wrenches, pocket watches, a cash allowance on a pair of safety shoes and First Aid kits. Third Award (50JXX) shifts) This is reached ou an average of once a 3-ear by on* of the sections within the com pany. The awards consist of: safety foot wear; flash camera, carving set._ socket wrench set, aluminum chain and in some cases, combinations of two 25,000 daft awards. Fourth Award (75000 shifts) This mark has been readied once by one section. At the request of the majority of the employees in this section and with the approval of management, instead of increas ing the value of the individual awards as we do for the first three objectives, cadi employee received aa award in the 25,000 shift range and a drawing was made for two television sets, installed hx the em ployees* homes complete with outdoor an tenna. Needless to say this created considerable interest in accident prevention throughout the company. The president, the general manager qnd other top company officials, were present for the drawing. The event was covered by the local press and some local correspondents for the Metropolitan When another group reaches the 75,000 shift mark a drawing for an expen sive award will be made only if it ts the txprejecd wish of the majority of employees of the section. - Anyone in arcktone prevention knows It is difficult to attribute improvement m safety experience to any one item. Asbestos Cor poration Limited has bees constantly chang ing asif improving worldng methods, and 22 Mining Industry has had an active supervisory training pro gram during the past five years. I shall indicate the improvement is the safety ex perience since the inception of the safety incentive plan and pout out some features which might be directly attributable to acci dent prevention awards. Table I is a breakdown of our accident experience from 1947 through 1956. This period was chose* because it Qhatnta a period of five years, 1947 through 1951, prior to the introduction of the safety in centive plan and a five year period, 1952-56, that the plan has been in operation. Tables XI and III are a compilation and average of these two five-year periods. These records indicate aa improvement since the inception of the safety incentive plan. When the compensation cost phis the incentive cose for the 1952-56 period is com pared to the compensation cost alone for the 1947-51 period, we find a yearly average saving of over $X100Q, and this* in a period when the compensation benefits as well as the wages were increasing. A downward trend has started in the ac cident frequency, severity and costs when the BKgrtire plan was introduced. However, ft is quit* ** that the introduction of safety awards accelerated the improvement in vriibw pretention. One prominent feature after the initiation of safety Incentives wfck the sharp reduction in lost time accidents involving on* to three days lost time. When the employees re alized that this was a "team" or group con test, everyone co-operated la not losing time for minor injuries, a practice prevalent in previous years. Tbe company encouraged employees to re turn to work by allowing them to relocate to a less arduous task for a short period of time if the work would have to be dose during the course of operations. The application of safety incentives at Asbestos Corporation Limited in Tfaetford Mines has achieved the results desired since the plan was formulate and introduced. Ifr, an improvement in our safety record and a decrease in compensation costa. Safety incentives when properly applied will produce the following results: a. Tbe wot leers will become more safety coosdous. b. The compensation costs will fVrrrivft. c Accident frequency and severity will improve. d. Workers will accept the safety pro gram more readily when they will realize that management is willing to compensate them for safety achieve ments. A Taf iscr 83 & tm 1 TABU I AXALtsaI <or ACCOKNT SXPSSXSNO, COXTSSMTIOK AJtt> sartt nenmra costs, imt-uss IMS I* toot VT Tima IwUak OLaarrt* Sears at qaeeey verity C" aasaaaUBM Ce*t S m JUSS li M4 38 "SlK 224 4330 ,eo.m Rm ?a:8sJ8* 138 5 440.7* 444&Z37 4.083.8* 4.17743* SI K4 33* 367 S 6 tiS 4.387,010 4483.543 v, m lacesX US 11m Mao. 7U 3* ___t op Aocmm'muancz, cojonoviATioit asm umr orcKimw costs, imt-usi, utw We Iwt ftsm Tie* Dsyi Smn ! Pre- Se- Mora tsdinti Loot Kxpenm qseacyrarity . Cart Z.344 Utt 47.00 2S.7M 32.07I.47S ZX,M8,848 S.I 114 3370 IMS *394* 14AUS Coat *9.733 laaox oarssAavurnmnr a*cmuT.mrABasoUcScioprasitt_s_t,__sn_m_m_i-ismsi,fiCsssR-Zsomo__x_n_Nura Ivlari ONBpaa- " Re- sattaa 3 8447 25 1P57 National Safety Congress The shops depend largely oq artificial except for an occasional inspection and light for slluaunatioa. Window* are glass periodical removal of dickers from the block installed as a long strip about 12* boilers. Boiler room attendants are not used. above the floor. Most other windows in the plant are thermo punt glass, rfminat4ny the need for installing storm windows and giving frost free service in winter. Floor pend heating is used only in the heavy repair section of the general shops. Men are frequently woridng on floor gliders in this area; in addition such floor heat tends to remove snow and frozen mud from the bottom of vehicles. It has been our ex AD oil and grease are stored separately is a storage room located at the end of a wide driveway adjacent to the shop build ing. This 1ocaturn provides easy access for ronoral of supplies for shop or uodergrouid use. Blacksmith coal is also stored in a small bin m tins driveway. The of the available space along the south wall of the driveway is used (or steel storage perience that panel heat is undesirable in ENGINE HOUSE areas where men are required to work standing in one spot (or any length of time; foot disorders gwersllf result from such work conditions. The engine house is reasonably spacious with electric control panels enclosed u an adjoining uoet thus tecping the main Boor dear. The noisy M. G. sets are looted in An enclosed steam cleaning room is serv the basement thereby curtailing noise. As iced by a turn table and track. The trade a consequence the first floor, or working extends through the room and a short dis Boor, is relatively quiet and is a very pleas tance outdoors enabling steam cleaning to ant place to work. AH the ana] safety be done in the open in the wmmer time. devices are installed on the hoists, air com The room itself has a separate ***> pressors and other equipment located in unit and adequate drainage facilities in the this building. The or* hoist is a acmi-anto- floor. This installation permits rapid steam matte operation requiring attention only cleaning of heavy equipment prior to being when the hoist cycle is bring changed from worked upon by the repair crew. ooe level to another. Some coorideratioa has In the welding shop a 1Of curtain wall been given to making the man and supply protects the machine shop from welding hoist fully automatic. flash yet permits the ten ton overhead crane Extensive use is made of tunnels between to serve the welding shop area. Moveable buildings and work areas. A double deck screens are used wherever needed. over-and-under tunnel connects the main A full basement below the wing bousing the miners' change rooms is used for stor age. Narrow gauge trade with turn tables and spurs serve a large portion of the stor age area; an elevator connects the heifrwwnt with the shop. Motor truck service to the basement is made available by a ramp to the outside surface: A tunnel connects base buildings and shaft, permitting man-loading both floors of the cage at one time. The upper tunnel continues on to the engine house with the north wall of the tumid extra , thick to accommodate coodidt* for electrical lines. Flaring such lines within the wall gives a very clean twncl with no protruding brackets to snag passers-by. ment and shaft This enclosed and conveni At a lower elevation another tunnel, ent storage area is invaluable as it totally double tracked, extends to the timber yard eliminates handling tee covered items that area. This facility keeps empty or loaded would otherwise be stored outdoors. ,timber trucks out of the snow ta winter. The* plant boiler room is adjacent to the south end of the above mentioned toymmfLoaded cool cars are spotted is an enclosed thaw shed at ground level above the coal bins. Coal is gravity emptied from railroad cars into the bin and is moved by a bin-fed The wanner air In the tunnel also melts much of the ice and snow from the timber before it is sent underground, thus minimiz ing handling hazards. The timber yard Is served by a speed swing loader and two Ensley cranes if needed. stoker into the boilers. Ashes are removed A panel-beated slab is used the rock by mechanical screw and elevator into a bins in the truck loading runway. This but on the roof for disposal into trucks. eliminates frocett bold op m winter and This heating plant is practically automatic matin*ret the need for jack hammer work 26 Mining Industry required to adequate trade clear ance from December through March. Up in the head frame the usual overwind mfety switches are located at the point of skip discharge. In the storage or surge bin swing type switches prevent overfilling the bins. Fire hydrants are loeated at strategic points throughout the plant area. A fire alarm system is instailed in the several buildings. Fire fighting demonstrations are given at regular intervals. STOCK HUNG Stock piling of ore is accomplished by using a pas feeder, screen, crusher, pan feeder to conveyor installation. The screen operator stands or sits by the screen to remove wood or tramp iron. A locally de signed trap gale Is used oo the end of the screen to permit the operator to catch large metallic objects before they fall into the crusher. This gate has been quite successful However, an expanded mesh screen has been installed over th* crasher to prevent metal lic objects from being ejected upwards from the crasher jaws. Switches to operate the several units and phone and bell communica tion facilities are located adjacent to the screen. On the conveyor belts mine personnel have installed scraper tars on all drive pulleys, nun pulleys and return training idlers not o much to remove any build-up but rather to maintain a uniform circumference oo the pulleys. These scraper bars have eliminated all manual cleaning of the pulleys and idlers. Speed regulator control devices are in stalled oo eaefa belt to shut off the drive motor If the belt slow* below a critical speed. These units give some protection if piece of tramp iron or a chunk, were to punch through the belt and start ripping it. One instance is known at another mine in the area where such a device shut off the belt when a man became entangled in a tara'pulley thus iaving his life. The usual emergency stop cords are installed along the sides of these conveyors. The stock pile galleries are flat roofed, with protective railing on each side Wire fencing is installed on the side railing to prevent anyone slipping or rolling under the lower bar of the railing. Electric power for the Mode pile shovel U carried in conduit on top of the gallery. The shovel itsdf is served by drop cable This installation has kept tiie stock rile area completely free of pole Uses, buried electric conduit and ground level power outlet boxes. The company has spent a considerable afflomt of money developing several basic safety features in the underground portion of the property. A second exit was pro vided by repairing an old shaft called Tracy "B" which lies about 1^500 feet wot of the Tracy "A" or main shaft. The two shafts are connected by a drift on the second level which is located about 1,000 feet below ground level The Tracy "B** shaft has complete service facilities permitting hoist ing of men by man cage if necessary. UNDERGROUND A 5 foot aerodyne fan, located In the underground connecting drift draws air down the "B" shaft. In winter operation the down draft air at "B" shaft is pre heated by ott fixed boiler*. This, of course, makes the *; shaft up draft and elim inates alt ice and frozen conditions at that point. Jones & Laughlin makes no claim for anything particularly spectacular about the Tracy Plant.- However, the plant has a clean functional design well adapted to the job at hand and the area in which the plant is located. Design decisions were based first on safety, next on functional use and finally on economics. To date all the built-in safety features of the plant have more than justified their inclusion in the basic plant design. A 27 SAFE USE OF AMMONIUM NITRATE COMMERCIAL FERTILIZER AS A BLASTING AGENT ' by H. J. MAFTON chief mining engineer, hntka Casualty co^ Ffre Assoc, of Philadelphia Group, Philadelphia, Pa, The ingenuity of man through the years has contributed vast scientific and tecfaao* logical advances to our free way of life and to our various economic problems. The cost of explosives has long bees a problem of the mining industries. Therefore, should we not consider the use of commercial fertilizer as an explosive or blasting agent as somewhat ingenious? Ammonium nitrate fertilizer is manufac tured. transported, stored and used in tre mendous quantities. While hs inorganic nitrate has widespread commercial use. it can hardy be said it has general use as a blasting agent when compared to all other explosives. It is. however, used Gate exten sively in strip or open-pit mining it cool, ore and quarries and in other surface Mast ing as a field mnqiianful Masting sent in place of such convcarimml explosives as dynamite or black powder. XH, (No. 3) is uurway saltpeter. 1J2S times heavier than water, point 337.1 *F (169.6'Q, boflmg point decomposes at 4I0*F (210*C), it as oxidizing material. It does not qualify as a high explosive but could be a dangerous sub stance and requires an understanding of the hazards peculiar to nitrates and the control measures which should be applied STORAGE PRECAUTIONS 1. Sags should be stored not less than 30 inches from walls of storage building, in piles not more than 12 feet a width, with at least 30 inch aisleways. At least three feet clearance should be maintained from top of bags to eaves of roof or supporting and spreader beams overhead 2. Roofs and floor* above masonry or concrete walls should be of light weight construction, not concrete or masonry. 3- Explosives should not be kept is stor age area. 4. Storage areas should be maintained si good housekeeping order. 5. Ammonium nitrate fertilizer should not be stored over or under organic mate rials, flammable liquids, corrosive adds, strong oxidizing agents, finely divided metals, sulphur or other readily combustible materials. Storage should be located at least 30 feet from such materials. 6. A clearance of at least three feet should be maintained between storage and sources of heat, or ignition such as steam or hot water pipes, radiators, beating devices and electric wiring 7- Bags should be stored on concrete floors or on wooden pallets rciting on any type of dean floor. Drains or open ings into which molten nitrate can run dar ing a fire should be dosed or phged S. Spilled materials should be cleaned up promptly. Broken containers may be placed inside dean over-slip bags; which should then be securely dosed. 9. Smoking opes lights or flames should be prohibited in or sear storage area. The inorganic nitrates evolve oxygen as a result of decomposition upon bating or as a result of (fired chemical action, thereby increasing the intensity of fires and thus supplying oxygen to increase rate of com bustion of burning materiaL Ammonium nitrate is particularly hygroscopic and is readily soluble in water, thus aecotmtiag for another serious fire hazard con tainers are usually paper or burlap bags and may be saturated with aitratc solutions. When containers become dry, they are im pregnated with nitrates and therefore are highly flammable. Most field compounded blasting agerts can be purchased ready-made, or may be 28 Mining industry mixed by the user in the vicinity of Mast ing operations. Due to the cost item, the job-site formulation predominates. Some operations have erected a field compounding plant, while others mix the blasting agents directly at the drill hole The first men tioned are usually practical and economical only when large quantities are regularly used in one area. There are. however, some users of large quantities who claim that mixing at the drill bole has proven entirety aiisfactory as to results obtained. There appears to be no universal standard relative to tbe amount of combustible mate rial added to the ammonium nitrate ferti lizer. It has been observed that where fuel oil is the mixing agent, the amount varies from three quarts to one and ooe-half gallons per ICO pounds. Other mixes vary m percentage as to weight. Each operation must experiment to some extent, depending upon the depth of drill holes, nature of the over-burden and the desired fragmentation. Observation appears to indicate ammonium nitrate m drilled form is more satisfactory than the granular or crushed type. It U also indicated that in many localities vertical drill holes obtain better results, although lome companies do both vertical and hori zontal drilling. Full column and deck load ing arc accomplished. field COMPOUNDING PLANT White these blasting agents are considered non cap-sensitive, they are not entirely "fool proof." so to speak; therefore, it would be advisable to regard them as explosives and the plant and magazines should be located in accordance with the American table of distances. For optimum protection, the plant should have separated areas for each raw material, finished product, and external mixing and padaging. (a) Floor of muting room should be con crete for safety in case of fire; since molten ammonium nitrate cannot con tact the fuel. (b) Corrugated aluminum roofing and sid ing on wood-stud framework is satis factory. To facilitate proper cleaning of the mixing room, wood studs should be on the outside of snetai tiffing. A natural-draft vent should be provided in the roof. (c) Heat should be provided only from a source outside the building, id) A wash-down hose and dram should be provided. (e) All electric switches, controls, motors and lights should comply with "haz ardous locations'* as provided in national electrical code. They should be located outside the mixing room and properly grounded. The frame o the mixer and any conveyors should be grounded. COMPOUNDING These compounded blasting agents are a mechanical blend of ammonium nitrate fer tilizer and a mixing agent or combustible material. This is usually a fine carbon black 'fuel oil and in some instances coal dust has been used. These materials in pre-determined proportions are placed in a mixer and blended. The mixer-motor switch should he operated by a pull cord located in the mixing room. At the end of each mix, the compound is packaged in expandable poly ethylene tubing dosed at each end by copper ties. At the end of each day's run, the follow ing procedures should be considered: (a) Unused bags of ammonium nitrate should be removed from the muting room. Empty containers should be burned in an isolated section. (b) Mixer should be thoroughly washed and left open to dry. () Contaminated areas, platforms, floors, walls and stairs, should be hotel down, (d) Concrete floor should be sprinkled with lime and hosed, to prevent corrosive action. GENERAL PRECAUTIONS (a) Smoking in and around mix house should not be permitted. (b) Oily waste' and rags should be stored in covered metal' containers outside operat ing or storage building. (c) Loose or spilled ammonium nitrate or blasting compound should be cleaned up and removed from premises. (d) Metal tools should be of non-sparking materials. (e) Doom and passageways should be kept free from obstructions. Ammonium ni trate is an oxidizing agent, readily sup- 29 1957 National Safety Congrtts The shop# depend largely on artificial except for an occasional inspection and light for illumination. Window* are glass block Installed as a long strip about 12* above the floor. Most other windows ia the plant are thermo pane glass, *l?tnihKny the need for installing storm windows and giving frost free jerrice in winter. Floor panel hating is used only in the heavy repair section of the general shops. Men are frequently working on floor gliders in this ara: in addition such floor bat tends to remove snow and frozen mud from the bottom of vehicles. It has been our ex periodical removal of clinkers from the boilers. Boiler room attendants are not H All oQ and grease are stored separately in a storage room located at the end of a wide driveway adjacent to the shop build ing. This location provides easy access for removal of supplies for shop or onderground use. Blacksmith coat is also stored in a small bin ia this driveway. The of the available space aloeg the south wall of the driveway is used fa steel storage. perience that panel heat is undesirable ia ENGINE HOUSE areas where men are required to work standing us ooe spot for any length of tune; foot disorders generally result from such work conditions. The engine house is reasonably spacious with electric control panels enclosed in an adjoining annex thus keeping the main floor dear. The noisy H. G. sets are located in An enclosed steam cleaning room is serv tbe basement thereby curtailing noise. As iced by a turn table and track. The trade a consequence tbe first floor, or working extends through the room and a short dis floor, is relatively quiet and is a very pleas tance outdoors mahling steam cleaning to ant place to work. AH the usual safety be done is the open in the wwmy time. devices are installed on the hoists, air com The room itself bas a separate -- pressors and other equipment located in unit and adequate drainage facilities io the this building. Tb* or* hoist is a Mvru-auto- floor. This installation permits rapid steam made operaties requiring attention only cleaning of heavy equipment prior to being when the hoist cycle is being changed from worked upon by the repair crew. one level to another. Some consideration has In the welding shop a 10* curtain wall been given to making the man and supply protects the machine shop from welding hoist fully automatic flash yet permits the ten tow overbad crane Extensive use is made of tunnels between to serve the welding shop area. Movable buildings and work ami. A double deck screens are used whoever needed. over-and-uoder tunnel connects the main A full basement below the wing bousing the miners* change room is used for stor age. Narrow gauge trade with turn tables and spurs serve a large portion of the stor age ara: an elevator connects the basement with the shop. Motor truck service to the basement is made available by a ramp to buildings and shaft, permitting man-loading both floors of the cage at one time The upper tunnel continues on to the engine house with the north wail of the tunnel extra thick to accommodate conduits for electrical lines. Placing such lines within the wall give* a very clean time! with no the outside surface. A hand connects base protruding brackets to snag paum-by. ment and shaft. This enclosed and conveni At a lower elevation another timet, ent storage ara is invaluable as it totally double tracked, extends to the timber yard eliminates handling Ice covered items that area. This facility keeps empty or loaded would otherwise be stored outdoors. rtimber trucks out of the snow in winter. The plant boiler room Is adjacent to the south end of the above mentioned basement. Loaded coal cars are spotted in an enclosed thaw shed at ground level above the coal bins. Coal is gravity emptied from railroad cars into the bin and is moved by a bin-fed The warmer air in the tunod also melts mud) of the ice and snow from the timber before it is sent underground, thus minimiz ing handling hazards. The timber yard is served by a speed swing loader and two Enslcy cranes if needed. stoker into the boilers. Asha are removed A pend'heated slab is used tnda the rode by mechanical screw and elevator into a bins ia the track leading runway. This bin on the root for disposal into trades. rlimtnafra frocen bu3d op in winter and This hating plant is practically automatic minimiaq the need for jade hammer work 26 Hitnag Industry required to adequate truck clear ance from December through March. Up in the had frame the usual overwind safety switches are located at the point of skip discharge. In tbe storage or surge bins swing type switches prevent overfiUmg the bins. Fire hydrants are located at strategic points throughout tbe plant area. A fire alarm system is installed in the several buildings. Fire fighting demonstrations are given at regular intervals. STOCX HUNG Stock piling of ore is accomplished by using a pan feeder, screen, crusher, pan feeder to conveyor installation. The screen operator stands or sits by the scram to remove wood or tramp iron. A locally de signed trap gate is used on the end of the seres to permit the operator to catch large metallic objects before they fall into the crusher. This gate has bees quite successful. However, an expanded mesh screen has been installed over the crusher to prevent metal lic objects from being ejected upwards from tbe crusher jaws. Switches to operate the several units and phone and bell cocantmiolion facilities are located adjacent to the screen. On the conveyor belts mine personnel have installed scraper bars on all drive pulley* turn pulleys and return training idlers not to much to remove any build-up but rather to maintain a uniform circumference on the palleys. These scraper bars have eliminated all manual cleaning of the pulleys and idler*. Speed regulator control devicra are in stalled on end) belt to shut off the drive motor If the belt slow* below a critical speed These units give some protection if a piece of tramp iron or a chunk were to punch through the belt and start ripping it. Ooe instance is known at another mine in tbe area where such a device shut off the belt when a maa became entangled in a tumpulley'thtts'&viug hi* life. The usual emergency stop cords are installed along the sidm of these conveyors. The stock pile galleria are fiat roofed, with protective railing on each side. Wire fencing is installed on the side railing to prevent anyone slipping or rolling under the lower bar of the railing. Electric power for the stock pete shovel is carried in conduit on top of the gallery. Tbe shovel itself is served by drop cable. This installation has kept the stock pile area completely free of pole lines, buried electric conduit and ground level power outlet boxes. Tbe company has spent a considerable *mount of money developing several baste safety features in the underground portion of the property. A second exit was pro vided by repairing an old shaft called Tracy *rB*' which lie* about 2^00 feet wot of the Tracy "A** or mas) shaft The two shafts are connected by a drift on the second level which is located about 1.000 feet below ground level- The Tracy "B** shaft has complete service facilities permitting hoist ing of men by man age if necessary. UNDERGROUND A 5 foot aerodyne fan. located in the underground connecting drift draws air down the "B* shaft In winter operation the dowa draft air at "B" shaft is pre pared by oil fired boilers. This, of course, raakes the main shaft up draft and elim inates all ice and froien conditions at that point Jones Sc Laughtin makes no claim for anything particularly spectacular about the Tracy Plant- However, the plant has a elan functional design well adapted to the job at hand and the area in which the plant is located. Design decisions were based first on safety, next on functional use and totally on economics. To date all the built-in safety futures of the plane have more than justified their inclusion in tbe basic plant design..A. 27 SAFE USE OF AMMONIUM NITRATE COMMERCIAL FERTILIZER AS A BLASTING AGENT ' by H. J. CRAFTOM chief mining engineer, E*adi Casualty ck, Rix Assoc, of Philadelphia Group, Philadelphia, Pa. The ingenuity of roa through the years has contributed vaa* tdcadfe sad tcdso* logical advances to our free way of life sod to our various economic problems. The cost of explosives has long bees a problem of the mining industries. Therefore; should we not consider the use of commercial fertiliser as as explosive or blasting agent m somewhat ingenious? Ammonium nitrate fertilizer i$ manufac tured. transported, stated and used at tre mendous quantities. While this ourpric nitrate has widespread comncrctal use, it can hanfly he said k bas gmeral ate as a blasting agent when compared to sU other explosives. It u. however, mod quite orttnrivdr h strip or open-pit miniug in coal, ore and quarries sad m other surface blast' mg as a field compumded tlssdwg agent in place of sneh < I'Mnsrinns? expJoszvcs as dynamic or htidr powder. 3. Explosives should not be kept ta stor age area. 4. Storage areas should be maintained in good housekeeping order. 1 Ammonium nitrate fertilizer should not be stored over or under organic mate rials, flammable liquids, corrosive adds, strong oxidizing agents, finely divided metals, sulphur or other readily combustible materials. Storage should be located at least 30 feet from such materials. 6. A clearance of at least three feet should be maintained between storage and sources of beat, or ignition sneh as steam or hot water pipes; radiators, heating devices and electric wiring. 7. Bags should be stored on coocretc floors or on wooden pellets resting os any type of dean floor. Drains or similar open ings into which molten nitrate can ruQ dur ing a fire should be dosed or plugged. XH. (\a 3) is aunny saltpeter, 1JZS times heavier than water, melting point 337.1 *F (169.6*0, boding point decomposes at 410*F (210*C). is datted as oxi&aig material It don not qualify as a high explosive bat could he a dangerous sub stance and requires as tmdcrsmdtng of the hazards peculiar to nitrates and the control measures which should be applied. STORAGE PRECAUTIONS 1. Bags should be stored sot less than 30 inches from walls of storage building, in piles sot more than 12 feet ta width, with at least 30 inch sideways. At leas* three feet clearance should be maintained from lop of bags to eaves of roof or supporting and spreader beams overhead. 2, Roofs and floor* above masonry or concrete walls should he of light weight construction, not concrete or masonry. 5. Spilled materials should be cleaned op promptly. Broken containers may be placed inside clean over-dip bags, which should then be securely dosed. 9, Smoking open tights or flames should be prohibited is or near storage area. The inorganic nitrates evolve oxygen as a result of decomposition upon hearing or as a remit of direct chemical action, thereby incraring the intensity of fires a*id thus supplying oxygen to increase fate of com bustion of burning material. Ammoohan aitiatc is particularly hygroscopic and is readily soluble in water, thus accounting for another serious fire hazard since con tainers arc usually paper or burlap bags and may be saturated with nitrate solutions. When containers become dry, they art im pregnated ' with nitrates and therefore are highly flammable. Most field compounded Masting agents can be purchased ready-msdc, or may he 28 Mining Industry mixed by the user in the vicinity of blastifjg operations* Due to the cost item, the job-site formulation predominates. Some operations have erected a field compounding plant, while others mix the blasting agents directly at the drill hole. The first men tioned are usualty practical and economical only when large quantities are regularly used in one area. There are. however, some users of large quantities who claim that mixing at the drill bole has proven entirely atisfactory as to results obtained. There appears to be no universal standard relative to the amount of combustible mate rial added to the ammonium nitrate ferti lizer. It has been observed that where fuel oil is the mixing ageit, the amount varies from three quarts to one and ooe-balf gallons per IQO pounds. Other mixes vary in percentage as to weight Each operation must experiment to some extent depending upon the depth of drill holes, nature of the over-burden and the desired fragmentation. Observation appears to indicate ammonium nitrate in drilled form is more satisfactory than the granular or crushed type. It is also indicated that in many localities vertical drill holes obtain better results, although Some companies do both vertical and hori zontal drilling. Full column and deck load ing arc accomplished. HRD COMPOUNDING PLANT White these btasting agents arc considered non cap-sensitive, they are not entirely `Tool proof," so to speak; therefore, it would be advisable to regard them as explosives and the plant and magazines should be located in accordance with the American table of distances. For optimum protection, the plant should have separated areas for each raw material, finished product, and external mixing and packaging. (a) Floor of muting room should be con crete for safety in case of fire; since molten ammonium nitrate cannot con tact the fuel. (b) Corrugated aluminum roofing and sid ing on wood-stud framework is satis factory. To facilitate proper cleaning of the mixing room, wood studs should be oq the outside of metal siding. A natural-draft vent should be provided in the roof. (c) Heat should be provided only from a source outside the building. (d) A wash-down hose and dram should be provided. (c) All electric switches, controls, motors and lights should comply with "haz ardous locations'' as provided ta national electrical code. They should be located outtide the mixing room and properly grounded. The frame of the mixer and any conveyors should be grounded. COMPOUNDING These compounded blasting agents are a mechanical blend of ammonium nitrate fer tilizer and a mixing agent or combustible material. This is usually a fine carbon black `iuct oil and in some instances coal dust has been used. These materials in pre-deteriruned proportions are placed in a mixer and blended. The mixer-motor switch should he operated by a pull cord located in the mixing room. At the end of each mix, the compound is packaged in expandable poly ethylene tubing closed at each end by copper ties. At the end of each day's run, the follow ing procedures should be considered (a) Unused bags of ammonium nitrate should be removed from the mixing room. Empty containers should be burned at an isolated section. (b) Mixer should be thoroughly washed and left open to dry. (c) Contaminated areas, platforms, floors, walls and stairs, should be hosed down. (d) Concrete floor should be sprinkled with time and hosed, to prevent corrosive action. GENERAL PRECAUTIONS (a) Smoking in and around mix house shoold not be permitted. (b) Oily waste' and rags should be stored la covered metal' containers outside operat ing or storage building. (c) Loose or spilled ammonium nitrate or blasting compound should be cleaned up and removed from premises. (d) Metal tools should be of ooa-sparldng materials. (e> Doors and passageways should be kept free from obstructions. Ammonium ni trate is an neiAiring agent, readily sup- 29 1957 Nmtiemal Safety Ctmgrts* port* ffwnfcuwion tad cutlet fires to boro independent of sip air supply. Under n camfitians it nay explode at temperatures over 300"F. Any fire should be controlled In mripient Stage with large volume of water. In fire fighting; r-tniim most be exercised to pievent spreading botfinc oil compounds where these additives are incorporated in the mix. - COMPOUNDING AT DRILL HOLf Muring diresly at; or near the collar of the drill bole could result la ccoditioos that might endanger Efe and property. This operation la bthf done by many operators and they apperoiiiy fed it is a safe method It should be remembered, however, that when the detonating charge or primer has beta placed and the compound is bring poured in a ranfined area, the same precau tions should be taken as Involved conven tional explosives. Methods of loading the blast boles are varied in many In dry holes the ammonium nitrate may be poured and the mixing agent subsequently added to flow or trickle through tit* column. In some cases the nitrate aad mixing agent are fed simul taneously. Depth and diameter of driQ botes vary according to type of strata aad amount to be moved. Detonation has usually been accomplished by dynamite, electric caps and primscord, although there are other means used. To prevent any accidental detonation, elec tric blasting caps should not be transported in same rdride with other explosives. Blasting agents; dynamite and blasting caps at the job site should be stored in magazines as prescribed by the fire promtioa code of the national board of fire under writers. They should be tmheated and with no fighting If artificial fight is required, an approved flashlight Is permissible. Maga zines should be kept locked against un authorized entry. Fidd compounded blast ing. agents should be handled only by experienced persome! and with the same plosive*. A IMPROVEMENTS TO UNDERGROUND HAULAGE SYSTEM AT TCI'S ORE AND COAL MINES by 4. D. F. WANS mining engineer, Ore Mines & Quarries, Tennessee Coal A Iron Division, U, S. Steel corpH Fairfield, Ala. Do you want to reduce your haulage acci dents by 66 per cent? Do you want to in crease your haulage capacity by 59 per cere? The Tennessee Coal 9t Iron Division of United States Steel Corporation did tins in approximately seven years. The decrease m accidents and increase in capacity can be attributed to only one factor, improved haulage systems. Today's production requires an efficient, economical and safely operated underground transportation system. We are constantly seeking ways to improve underground trans portation is the coal aad ore mines. Haulage capacity limited our individual ore mines to 1.100 too* per eight-hour shift m 1949; 30 today, the same mine* produce 1.400 teas per shift aad the haulage capacity is 25 per cot more. Such huptuveineat* arc not just stmnblcd 0900. They arc based on engineering studies and a plumed pregtam for eliminating the faults. At Tin this evaiutioo began with studies which revealed fsalts such as improperly spaced pasting points, improperly located dsails; ineffective manually operated block signals and constant stopping aod starting trip* to throw hand switches. One of the moat Important conclusions was that the rails were too fight. Alignment and grade could he improved by proper study aad Mittme Industry engineering in new track laita&atioos. Simlafiy, it was difficult to maintain good track because of the magnitude of the haul age system. Today, mechanized equipment has elim inated the costly hand methods. Mechanical loaders and tadergrouod bulldozer*, powered by electricity or diesel engines, load and distribute coarse sub-grade material. Bull The first step to overcome these difficulties dozers perfoiiu rough grading by leveling was writing standard specification* on con the loose ballast to sub-grad* elevation*. struction and maintenance of underground mule trade The specifications are revised periodically as changes in practice occur. This book is distributed to those concerned. All construction and maintenance compiles with these specifications. Particular em phasis is placed on clearance, grading, tamp ing. drainage, alignment, gauge and elevation on curves. A project engineer is assigned to develop aad maintain standard track practice, specifications. Slag or ballast car* of various derig*1! are used for track construction. These car* have been fabricated in the local mainten ance shops. The cars have drop-bottoms and adjustable feed openings which eliminate leading; unloading and distributing ballast. Ballast is dumped from die delivery truck into the cars. Cars are hauled over newly constructed trade with die bottom set to distribute the material is the amount* re quired. As dfldent, economical trade haulage sys Available to cad) track laying crew is a tem is dependent upon trained personnel, specially constructed work car which carries suitable locomotives and mine can; ade a 10$ e.fjn. air compressor. Tool* oa the quate power supply, an efficient signaling car are spike hammers, picks, shovels, spud and dispatching system, and good trade wrenches and pneumatically powered spike TCI ha* attempted to integrate these factors drivers, tie tampers and impact wrenches. to achieve the maximum return from the Approximately 200 feet of new trade arc system in safety and in reducing operating installed at a time aod joined by splice bare. costs. The trade laying crew is followed by a SUCCESSFUL TRACK SYSTEM welding crew, after the track is a-service. Tbe welders remove and selvage the-splice The foundation of a successful trade fore one joint at a tunc; and weld the haulage system Is, of coarse, good track. Heavy rails laid on treated ties with a good subgradc, substantial ballast and welded rail joints make good trade Cross tics are of mixed hardwoods, property seasoned and The haulage studies found that the stand ard 69-pound ASCE 60*0 tall section could not withstand locomotives and tram cars load*. Derailment often destroyed the con pressure treated with creosote. ventional spike bars sad bonds joining these Total trackage in the operating mine* is 147 miles. The average haoi distance for ore is V7 miles, the longest haul being 2J miles. The average haul for coal is 3-2 mile* and the longest haul is more than five miles. Trade grade* are limited to sections, reducing the efficiency of the electrical return through the rati. Derail ments and reralling operations distorted track alignment end led to more derailments, TCI USES W&DCD TRACK plus or minus six per cat. Formerly, haulageway center lines were set by grade alone. Today, they are located by the position of the Mode of ore plus or minus six per cent allowable grades to gether with the economics of grading top The generally accepted opinion was that the rolling, stock would be replaced with heavier equipment as It wore out. This led to lb* adoption of the 99-pound ARA-A 9020 rail section for mainline track. The faults of tbe bonding practice ted to pre liminary discussions of welding trade. At Before standardization of haulage systems, ill trade constructioa work was performed sy hand. Coarse ballast aod fill consists of loose broken ore or rock. This material was hand loaded on material cars and distributed by band. TCI rails are used as tbe electrical ground return. Welded track provides a continuous metallic cross-section for current flow far superior to beaded trade. In turn, more current is available for tbe locomotives and other equipment aad thus saves powre. 1957 National Safety Congress Welded rails also provide a continuous thus eliminating delays due to derailments surface enabling traffic to operate at a faster and safer speed. No traction tow at joints results in less sand consumption, longer rail life and a reduction in locomotive tire replacements. A trial installation of welded track was made to overcoca* electrical power loss from broken or loose bonds and to alleviate the costly, inadequate maintenance of splice bar on improperly designed turnouts. Included in the turnout are the switch points, straight and curved closure rails, frog, guard nil assembly; a standard switch throw stand complete with linkage, and switch plate*. At turnouts, ties to extend under both trades ore ordered in sets sim ultaneously with the turnouts. joints. This installation indicated as initial savings of 75 per cent and joint mainten ance cost was reduced by 75 per cent. Five years ago, welding nil joists were made standard In the ore mines and 32JSOO feet of main line trade were welded. The cool mines began welding nil joints about a year a*o and 18,000 feet of track have bees completed (This is completed track, sot single rail distance,) Welded trade is a permanent installation and planned only for mais Use haulage. Welding on oew haulage, extensions aad active haulages was accomplished without interrupting production. The 60-pound secondary haulage trade i temporary and joined by splice bars and bonds. The bonding material used is scrap 6/0 trolley wire or scrap shuttle-car cable bronze-welded to the track by a fusion weld ing cartridge and mold. The method of igniting the cartridge is simple and efim- STEEL TIES INCXfASE HEADkOOM In the cool mines, steel tie* are and on secondary haulage trade where vertical clearances are critical They provide ap proximately four inches more headroom than wooden do. Track gauge is fixed permanently fixed by riveted or bolted steel dips which maintain an accurate, constant gauge. Alignment is accomplished and main tained by roof bolts see into the footwall at Intervals. Steel tics reduce installation sod maintenance costs, and offer light weight, fixed gauge, no tie plates, less ballast, re quire fewer tics and are all reusable Water oa haulages is very detrimental to track stability. A rotary drill improves drainage in the coal mines. Eight-inch efiameter holes are drilled through pillars along Haulagcway* to dnisnier by gravity. Pumping has beet -n several cases by strategically located drill holes. inates transporting and using baity oxygmacetylene welding apparatus. Using super-elevation on curves m haul ageway construction decreases maintenance cost and lessens interruptions caused by de railments. Proper super-elevations are out Electric currat is delivered to operating machinery by feeder able aad troDCy wire suspended from insulated pipe hangers. To provide s larger contact surface between trolley slide and wire, the 6/0 gioowJ wire is gradually replacing figure right wise. lined in the track specifications. TCI uses The feeder cable is suspended from the no super-elevation less than ooe-half- inch roof or back on insulated adi pipe nor more than five inches. These data are supports. The trolley is suspended from computed for different locomotive speeds the feeder cable at the mid-points of the and radii in our operations. In conjunction pipe supports. This provides a cushioned with super-elevation on curves, trade gauge trolley with reduced wear on slides. is widened to specifications. This practice prevents binding of wheels, overturning and wearing of the rail and spreading the track. At nan and material loading points, trolley wire is shielded using a collapsible rubberized trolley shielding- At points where For standardization, all turnouts from vertical clearance is less than six feet, the mainline haulage are driven oq the min shielding is also required. imum radius negotiable by the locomotive*. By following a standardized pattern, any turnout may be salvaged and re-used at any other location. Complete turnouts are pur chased from an outside supplier. No turn outs, except standard turnouts; are used At present, TCI mines use 117 locomo tives, equipped with air brakes, dynamic brake, manually operated brakes, air operated trolley stands and air-feed Sanders. The newest are powered by four motors of either 90 or 120 horsepower each. This 32 Mining Industry locomotive has an end. armored cockpit for Uotormen operate their trips by the signal the two-man motor erew. All locomotive* carry retailers. All mine locomotive* have radio-teleiJiones, known as trolley phones, powered by trolley voltage and trolley wire to carry the signal. Radio-telephone instruments ate also in the dispatcher's station, for commun ications between the dispatcher and motorman. Rubber cushioned draft gear has been under test for some time. Test results indi cate this type gear, where practicable, will he advantageous. indications without dismounting or stopping iwles* the track ahead is occupied. There is less delay, tess starting and stopping, and safer operation than with any other trans portation control. In mechanized mines, automatic block signals are the only efficient mean* to keep mechanical loaders supplied with empty cars. The mainline is divided into section* called blocks. On entering a block, the trolley slide on the locomotive contacts a relay switch which operates the block signals. The ottering locomotive oo an unoccupied block immediately receives a green light, A total of X530 itrel mine car* are used while red lights are simultaneously set at by TCI. The newer cars are the eight- all other entrances. These indicator* remain wheel, double truck, design equipped with set until the Joc&sotive leaves ihe block automatic rotary couplings. These cars re placed four-wheel, all steel cars with link and pin couplings. The new car bodies are constructed of Man-ten and Cor-len steel with a fillet *t the bottom and side joints which makes the cars self-cleaning. These materials were chosen for their abrasion and corrosion resisring qualities. where the same type of trolley slide con tactor device darkens the lights. If two or more locomotives approach a block from different points; only one re ceives a green light and the others a red tight The trolley contactors are direction* sensitive and operate only foe the Intended direction of trip movement Extensive tests on rebuilt car wheels were concluded recottly. The tests indicate a savin"- of 70 per cent a year in the cost of cor wiiccls by rebuilding worn wheels. At passing points, the loaded tnps take the mainline and empties take the siding. The switch alignment at the passing points is so arranged that no switch throwing is Mine jeeps are provided for supervisors and engineering personnel. They transport personnel from point to point over long haulage distances and haul maintenance tools required. This is accomplished through the use of spring sp&t-ftwitehcs. The switch alignment can be changed it necessary by using a mutual switch throw. and parts to broken down equipment. The Passing points are located, following haul haulage schedule is not interrupted and no age time studies, so that haulage times from motocman u required for their operation, point to point are nearfy equal. Automatic /ceps have trolley pbomt aad are guided by block signals, controlling the entrances of the dispatcher and block signals. locomotives to blocks, enable locomotives to Material and equipment is hauled under ground on low fiat cars and right-wheeled double trucked material can. Can marked Indicating the mining section to which they will be hauled, and material for one section is loaded on the same cars. By following this system, secondary handling of material ts reduced to a minimum. operate at the maximum safe speed, almost without stopping, with no danger of eotli- tioo. \Vhoi feasible, passing points on the main haulage* equipped with automatic elec tric switches.' The device* for actuating the switches are the same as the contactors on the Hock signals. In conjunction with the automatic block AUTOMATIC SIGNALS REDUCE HAZARDS signal system and automatic switches, TCI To increase haulage effidmer aad reduce hazards of underground haubgeways, all mainline haulage units operate over track completely controlled by automatic block signal systems. These signals allow only one locomotive in any one Nock. has installed automatic time controlled de rails. Company safety rules require the installation of derails at specified intervals on all grades and other locations. For protection from runaway cars and locomotives, the derail Is open at all times 33 1957 National Safety Congress except while a train is passing. The derail opens and doses automatically by contact devices on the trolley wire. A speed control feature forces locomotives to travel at a safe speed toward the derail point. The locomotive's speed approaching the detail is timed between thro trolley contactors ap proximately 100 feet apart. If the locomotive's speed is greater than the predetermined safe speed, the derail remains open an the locomotive and cars are derailed. A push button is provided opposite the derail for test purposes and for the motorman's use in the event of a trolley contactor failure; At TCI "Safety First" is not just a motto; It is a way of life. Realizing that the underground haulage system is the life stream of a mine, we strive for the latest developments tn control and safety devices and methods into aex hauiageways. For a safe, economical and dBrimt haulage system, adequate engineering studies followed by the formulation of specifications are required. Once the specifications become standard and are rigidly followed, improvements in cost, safety and productive capacity should be come apparent. TCI through the use of welded rails, auto matic block signals, switches and derails, mechanized construction methods and im proved rolling stock, reduced haulage acci dents 66 per cent At the same time, pro ductive capacity increased 35 per cent with a 25 per cent haulage potential in reserve. In addition, the costs of hauling ore and coal have been substantially reduced.^ What We Are Doing to Prevent FALLS-OF-GROUND ACCIDENTS by FHILir GRAVES safety engineer* Homcstafcc Mining Co.. Lead, S. O. What we are doing at Homestake to pre vent falls-of-grouad accidents is both a separate and integral part of our overall safety program. Certain phases of our safety program dal specifically with falls- of-ground accident prevention; other phases prevent accidents from falls of ground in directly. ' To present adequately our present activi ties to prevent falls-of-grouad and other accidents, we must review previous mining practices and the changing conditions which increased the need for a dynamic, effective safety program. The government shut down gold mines in October 1942. For twelve years prior we had a stable crew of men as reflected in our accident rate. The overall frequency ran between 30 and 40t, with 11 fatalities from falls of ground in the 12-year period. When the mine reopened in 1945, we were shorthanded. By 1947 we had a full crew, but it was highly unstable. Ther were too 34 many Johnny-Come-Latel y-and-LeaveQuickly characters who had about as much serious intent of becoming miners as the average two-year-old. This hectic period ac complished one thing; it pointed out the need for a forceful safety program concen trated on the individual worker. The two years following proved the point, for our frequency after World War II reached a high of 99 tn 1949 with three fatalities from falls-of-ground that year. There were ten fatalities from falls-ofground in the years from 1947 to 1954. We made several changes in mining which helped prevent falls-of-ground accidents. Before 1952, about 67 per cent of our mined ore came from the open shrinkage stopes. and 33 per cent from timber stopes. The shrinkage stopes started at the bottom of the ore and worked upward to about 30 feet above the next leveL Before any stopes were started* develop ment crosscuts were driven through the Mining Industry ore body every ICO feet and from these crosscuts "raises" were driven la the ore from one level to the level above. The shrioJage stapes were laid one across the ore body and were usually 60 feet wide (JO feet each way from the crosscut). This left a 40-foot pillar between slopes which was taken up with timber after the shrink age stopes were mined, ore extracted, and the stopes filled with waste and sand A nope 60 feet wide extends from the hanging wall to the footwull of the ore body and sometimes reaches over 250 feet in length and 150 feet tn height "iaUS~ GREAT HAZARDS spectioo purposes. The mining floor and the working floor below were kept lagged over. The openings in the floors below were checker-boarded to turn rode through the chute. The pillars were nine floors of tim ber. After the first section was takes up, the pillar was left with only one solid walL After a section was mined and cleaned nine floor* high, the entire section was filled with sand tailings. Sometimes in the larger pillars three sec tions would work at the same time. Under these conditions, quite frequently a block of rock too large for the timber to hold would loosen and come down, caving several floor* of timber with it. In this type of mining it was sometimes necessary to lav* "bellies" over the extrac tion raises so that the bade would not get too far from the rock pile to be mined. This condition presetted a potential hazard and many falls-of-ground accidents occurred when these "bellies" would loosen and fall. After (he mining was completed hi these Hopes, barmen would "ride" the pile of broken rock down as it was pulled out. Their job was to bar the pile and dress down the sides, taking down the loose rock k> that all the ore could be removed safely from the slope. This operation usually took everal months, and ground movement would sometimes loosen rode in the exposed walls causing some to fall and developing a hazard to workers in the slope. After the stopes were mused out. before mining could begin la the pillars, pillar crosscuts were driven through the center of the pillar on the sill, then raises through the pillar from one level to the next, and subtill drifts through the ore halfway be tween levels. The upper part of these pillars was taken out first Mining started on the subsill, 7$ feet below, and the pillars were taken up in sections. Ore from the first floor had to be shoveled. After the first floor of timber was in, chutes were installed and the rest of the ore was drawn through the chutes into cam. dumped into a raise and pulled out on the level below. After the third floor was mined out and timbered, an observation line was laced off on the second floor and from there extended a manway partly open on one side for in- About one-half of our faiis-of-grouad fatalities In the 1930 to 19S4 period occurred in timber stopes, and about one-half in shrinkage stopes. Tn Homestake'* new Improved method of open cut-and-fill mining, mining begin* from a raise at the bottom of the ore. All ore* is mined from hanging wall to footwaU, lying east and west, and from 100 feet to 300 feet in north-south direction. The first lift is mined to about 18 feet high. After the broken rock is in the raise, an U-foot timber bln line and manway is placed over the raise and laced with tongueand-groove slabs. With this type of mining no pillars are left, eliminating pillar cross cuts and raises and most substil drifts. The stop* is filled with sand to the top of the manway and plank Boor laid laving seven feet between the floor and the back. WALLS' CANT LOOSEN This same cycle is continued on up through the ore. With this method few bellies are left and the walls are never ex posed more than 18 feet high and never long enough to allow the walls or back to loosen. Only.a few days elapse between die broken ore' slushed from the stope to the slope backfilled with sand. Any loose rock on the bade or walls is rock-bolted as (he stope is cloned out The timber cut-and-fill Hopes are taken up similarly to the old timber slopes except iliat each floor is filled as it is funded.* The rock is all slushed into an ore pass called a bin tine or chimney instead of turning die rock through the sets. Some 35 1957 National Safely Congress of these stopes are taken all the way from assistant in the department The number in the hanging wall to the footwali and from die group is kept small, and the attention waste to waste oa each end white others personal. are limited to 50 feet in length. By not breaking through the arch between the hang ing and footwali, the danger of a cave-in is eliminated when the bade is properly cribbed to the timber. The five-year average of falls-of-ground On these trips, we stress the importance of doing every phase of work in the safe way. We point out potential hazards, and ten each man how to avoid injury. Special emphasis is placed on keeping a working {dace always barred down. accidents from 1949 through 1953 was 17 per cent with seven fatalities for the entire period The overall frequency had dropped from 99 in 1949 to 56 in 1953. In 1956 our overall frequency dropped to 28. There were I! frils-of-ground accidents in 1954, seven in 1955, and four last year with only one fatality for die three-year period. Rock-bolting throughout the mine is im portant in reducing faJls-of-grotmd sectdents, Rock bolts were used extensively in the development drifts cm the lower levels where the weak rode can buckle and fail. Heavy mesh screen is rock-bolted to the drift walls and back in some places. Ute of rock bolts in our shaft sinking and stripping operation* has enabled Homestake to complete approximately 2,600 feet of shaft in the put three years without a lost-time injury from falls of groundL In the same period we have driven five 900foot raises, two 700-foot raises, and several 309-foot raises without a lost-time injury due to falls of ground. By these changes in methods, Homestake lias provided its miners with conditions as free as possible from working hazards. However, mechanical changes can avail tittle tf each individual worker is not constantly alert to safety. This has been, still is* and will remain the eternal challenge and nemesis of every safety engineer. The trip and conversation cover all areas and situations applicable to the new man. The coverage is thorough and unhurried, and the new man has ample opportunity to observe and question. When the new man has worked long enough to be a miner, the head of the mine crew gives the newly approved miner further specific instructions for protecting himself. Some convincing statistics from research started this program. Employees* record* showed that nearly one-half our accidents occurred during the first two years of em ployment. Examining the fifes of all mine employees in 1955, the records showed the first year of employment accoimted for 23J per cent of accidents and the second year an even 23 per cent Obviously then, the two most accident-likely year* are the fine two years on the job. For this reason a 15-minute sound picture of the Homestake Mine showed a new anptoyee touring with the safety department man. Several minutes of this film are on barring down and the consequences of leav ing loose rode, along with other examples of work that are nit or hazardous, depend ing on the individual working. The film is shown to all mderground men and groups of new men after two months employment. The waiting period HOMESTAKE FOU.OWS NXC. CAMPAIGN In 1953, Homestake participated ia the National Safety Council's campaign to re duce the number of fzIH-of-ground acci dents. That year there were seven accidents, one fatal. This was half our average for has a twofold purpose. A man is naturally cautious and careful when brand new. After this initial period of caution be can become potentially dangerous to himself and his fellqw workers. Bringing the safety film to him at tlie beginning of a period of over confidence again stresses the need for con the previous three years. In December of stant safety. Also after two mouths. things 1955 the safety department started taking in the film will be meamxngfoi, which every new man. hired for underground wouldn't be earlier. work, for a half-shift mine trip no later To keep the miner safe, part of our pro than two weeks after employment. The gram aims at hts immediate superior, die trips are conducted by me, or the chief "boss" of the beat. It is his job to see that 36 Uimmg Industry all working placet are properly barred down, and working conditions always at their best. A mouthfy boons is paid die shift bosses completing a month'* accident-free work To make accurate comparison1!, the safety department maintain* files of accident fig ure* on the 24 underground bosses* beats. Statistics show which crew* are improving, static; or more accident prone. From these reports the mine superintendent can single out bosses with increasing accidents and encourage them to work harder with their torn to avoid accident*. At least three times a year safety depart ment men talk to each crew. This Ifi-ntinute talk stresses the importance of barring A bonus system started in 1954 presents $10.00 to every underground employee work ing 275 shifts or over tit a year without a lost-time injury. On his fifth accident-free year, he receives $2X00. If accident-free for an additional four years, be receives the $10.00 yearly bonus and on the tenth year soother fZQ.OO bonus. The cycle dies reparis through the succeeding five-year periods. Since 1939 the Homestake Mining Com pany awaros watch fobs for outstanding individual safety records. A gold watch fob is presented for 15 consecutive accidentfree years, a silver fob for 10 consecutive years, and a bronze fob for five consecutive year*. down, and covers other safety measures. Saxe 1939, there have beta swarded 215 Members of the safety deportment take taxscbeduied trips through the matt This gives us firsthand knowledge of conditions, and we can offer concrete suggestions to improve specific areas. It also keep* the men aware of the safety department and on their toes to maintain safe working con gold watch fobs, 521 silver fobs and 726 bronze fobs. Several men bad the five and ten-year awards and wasted the third to complete the set. Other reasons for want ing fob* were varied, but the men wanted the practice continued even though watch fobs are outdated today. ditions. Additional monthly inspection trip* are made by four members of the Mtoe Work men's nfety committee. These men arc recommended by the foremen and appointed by the mine superintendent to serve one year. In this way each nan makes every mine hot once a year. After tb inspection trips, the committee meets with the safety department to discuss their findings. Retaawnditioni for improvements are sent In 1955 the company started giving a Hamilton Guardsman I wrist watch to each underground employee with 20 consecutive accident-free years. These watches are pre sented woolly at a company dinner for the recipients and thar wives. The cere mony is informal, but impressive and friendly. In addition to giving the individual a writ-deserved award, the watches prove to other* that working safely for year* is not only possible; but also profitable. to the fane superintendent These no also report unsafe practices or conditions they observe during the mouth. In summary then, what w art doing at Homestake to prevent falls-of-ground and other accidents are these things; In addition to the Workmen's committee, there is also a central committee of the general manager as chairman, the safety engineer, and department heads. This group meets monthly to discus* suggestions and improve s*fy practices. First X We maintain the safest possible working conditions through new and im proved mining methods. Second: We give each new man the know ledge seeded to work safely with a compre hensive printed rule book and a conducted SAFETY PAYS OFF-4N CASH tour of an actual working area. Homestake la* leversl incentive affords (or the individual miner. One is a monthly safety suggestion program which offers cash prizes for the three best safety suggestions. First prize U $25.00. second $15.00, and third 37.50; Any other suggestion adopted dur ing the month, but not rated with 'the top three, is worth $Sj0Q to the author. Third-. We have responsible supervision for the worker through a qualified shift boss constantly vigilant ta keeping working conditions safe. Fourth; We offer incentive awards to both workers and supervisors so that safety will be recognized; honored, and further en couraged. 37 1937 National Safety Congress Fifth i We promote safety constantly through talks, banners, min* trips and other types of reminders from the safety depart* meat Sixth: We are searching always and all ways for better mans to keep "Safety First" uppermost ia the mind of the individ ual worker, for he must be fully convinced that "Accidents Don't Just Happea"^a THE SAFETY PROGRAM OF BETHLEHEM STEEL COMPANY by CHARLES L NHL management's representative $, safety engineer, Bethlehem Cornwall corp., Bethlehem, re. The Bethlehem program is gwuM oe fundamentals and is essentially very simple. For almost. 40 years the keystone is that safety is not a separate or diverse activity; it is not production and safety; rather, it is production with safety. As our Presi dent, Mr. A. B. Homer, has said: "Safety is an integral pert of the production proc ess," The manager of compensation and safety, reporting to the rice president in charge of industrial and public relations, administers the safety program of the company, with a staff of safety engineers. He also ad ministers the company's workmen's compen sation and liability coverages. He is in formed on the operations and functions in a consulting and administrative capacity, developing operational safety organizations, procedures in acridoit prevention and ex changing safety information. Through safety agencies, he is informed on pertinent de velopments in the field of safety. Our management has established that the individual operations--the plants, the ship yards and the mines arc responsible for product quality, maintenance of production capacities and activities to eliminate acci dents. INDUSTRIAL RELATIONS STAFF The safety engineer at each operation reports to the local staff member in charge of industrial relations, wbo has full-time assistants; At Bethlehem the safety engi neer at the operational level is not "in charge of safety"; rather, be ia a con 33 sultant and advisor to people in charge of the operations. He plans and directs safety activities in concert with all phases of operations. When a facility is constructed, altered or reviewed, the safety engineer par ticipates. This insures safety of operation --engineered safety. By comparison, our safety departments are not large in relation to the work force. For example, at one steel plant employing 20,000 persons, the safety engineer has a staff of seven, including clerical assistants. However, more than 50 departmental safety inspectors are assigned by and report to operating supervision to assist operating personnel. 1ETHLEHEM ACTIVE IN SAFETY GROUPS Bethlehem's program; while designed for and directed to its operations, participates ia safety organizations to exchange infor mation with other companies in the steel, shipbuilding; steel fabricating and mining industries, W are a participating member of the National Safety Council and of local safety oomtdls. We arc members of the Seven Steel Company Safety Exchange, comprised of the seven largest American steel com panies; of the Atlantic Shipyard Safety Exchange, comprised of ship repair and shipbuilding companies operating on the east roast of the United States; and of the Coal Mines Safety Exchange, comprised of rep resentative mining companies in the areas where we have such facilities. These ex changes are voluntary, informal groups or- Mitring Industry to exchange information, statistics or mutual problems led to hold meetings covering prepared agenda. Representatives of the Bethlehem general 'Sk* and of our operations attend the National Safety Congress. Before the Con* gun; we have a one-day meeting of all Bethlehem representatives, normally about 30L Oar agenda last year was typical: 1. Announcements 2. Using monthly safety topic X Discussion--Safety Interchange Bulle tin (Form *18095) !. Interpretations of recent rulings o*> - usual accident cases by A.S.A. Z16.1 code committee 5. The safety program and injuries to third parties 6. New ideas that helped 1956 safety pro gram 7. Discussion of cause code of injuries 8. Questions submitted by operations for discussion The Utter item is not intended to solve safety problems requiring immediate at tention--such problems are resolved as they arise. It is, rather, aa exchange of ideas and elicits comment oa questions from all operations. GOOD HOUSEKEEPING LOWERS COSTS la addition, we have periodic meetings with safety engineers from our steel plants, shipyards and mines, at a selected operation and usually covering two days. The first day is a physical inspection of the facility and individual comments on safety practices and items observed. The second is devoted to a prepared agenda covering currently pertinent subjects. Many approaches are used for accident control--for example, good industrial house keeping. Mr. E. G. Grace; Chairman, has stated: "Good industrial housekeeping has been a fundamental policy of Bethlehem from the start, making for more efficient production, a better product and lower cost operation ... a smoothly running plant means more production, greater security of employment... Bethlehem's good house keeping practices reflect the cooperative effort of the employees as a whole" Good housekeeping in a steel plant, ship yard or mine is as important as ia the home, and results in pleasant, healthful working conditions--efficient and safe Safety and the individual are firmly in tertwined. Safety advances human rela tions consistent with technological progress and because it enlightens the self-interest of men and management, we consider it our first responsibility. When you spedfy work ing conditions, employees' safety and health take paramount priority. Our job is to give each man conditions we ourselves should like. This is not only a human obligation, it is also self-preservation. It's a prune factor to bring into oar working forces desirable and competent young men, and to compete for them with other industries. At Bethlehem, we emphasize the way an individual performs his job; hazards en countered oq the job, and how we can best accomplish this job efficiently and without accident We term such studies job Safety Analyses. Each is a studied, recorded anal ysis of how the job is done, prepared by the supervisor with the workers for the direct purpose of preventing accidents. As each hazard is recognized, a decision is made whether to change the job process or pro tective equipment, or a combination of both to eliminate or guard against the hazard. These completed studies are discussed with the am on the job so each itey-by-rtcp phase is understood. The studies follow a standard pattern which includes: (l) principal steps of oper ation (Ust each step in the order it normally occurs); (2) hazards (Ust the hazards fotmd at each step of operation); and (3) safety controls (list steps to eliminate the indirated hazards or the necessary safety precautions taken). PRACTICAL SAFETY SUGGESTIONS FROM ANALYSIS A job safety analysis not only results in a safer operation but facilitates production. For example: fob No. 1: Man working inside a large ingot mold casting is seated in a bosun-chair suspended from overhead crane; Hosord: Possibility of crane being humped, shoving man in chair against side of mold; Correction: Fabricate working platform, set it inside mold, provide access to platform, properly identify job at hand and soni-isolate mold; Result: Hazard eliminated, job worked smoother and over- 39 1957 National Softly Congress head erase released for other shop move* rnents. Job No. 2: Dean slag from mixer ladle hole requiring six to eight men one day a week; Hazard: Picfc-and-shovel job, dose quarters, flying objects and metal splashes; Correction: Set U-shaped scrap bars in pit to catch slag; book oato bars with over head crane ooce each week to remove resi due; Result: Elimination of work exposure and mea released for other assignments. Such Hudn are disseminated through personal safety contacts, on-the-job planning lucetincs and daily observation of work habits. Frequent departmental inspections, proper maintenance of equipment, use of personal protective equipment, industrial hygiene sur veys, jocimKiy studies of air eentamizants, welfare room facQfttcs, medical treatment and allied functions, are the procedure at ffrthifhf, and contribute to accident elroiination. accident contkou-a JOINT XX Through the years, a join* safety respon sibility of management and employees has developed. Accident prevention is the re sponsibility of everyone, although it is pri marily a management respoewllxtlty. In our steel division, employees are active throogb safety committee* both permanent and ro tating. Meetings take place during regular worfong hours ou company time. Depart mental (ohswiiws meet and review the experiences, offer and discuss, recommen dations to eliminate hazards. report an in spections of their departments and review progress in eliminatxng ensafe acts or prac tices. The membership of the general plant com mittees cadnde representatives of each de partmental committees. In their meetings the .-broader aspects of safety work are discussed, with plant, intcr-plaae and inter company experience as the theme. Recom mendations of the departmental committees arc discussed. Representatives of the gen eral manager's staff attend these meetings. The general managers meet with their de portment beads to discuss accident-preven tion matters. la the Bethlehem program, production initl-gs are also safety meet ings. The foremen are the management people in closest coatsct with actual physical pro duction, and, therefore; are responsible for the safety education of their employees and the development and enforcement of safe practices. PUBLICATIONS PUSH FOR SAFETT Each year before December, all opera tions are advised of the monthly "safety contact topic" for the ensuing year. This topis is featured in the lead article of our monthly Safety Bulletin which goes to all supervision. The bulletin, in addition to the feature article, contains information and articles to assist supervision in conducting the safety program and educating the em ployees. To assist foremen in their personal con tacts, "Contact Topic Cards" arc available on a weekly basis. Such cards contain a brief outline of die current mfety topic and* make "talking" to employees easier. However; a foranan is not limited to these topics but is encouraged and expected to discuss the job at hand. .Another educational factor is oar Safety Interchange Bulletin which describes safety devices developed at one operation bet ap plying to others. The interchange bulletin customarily displays pictures of the device and detailed drawings and narrative descrip tion. While every effort to prevent injury is made by providing properly designed and adequately guarded facilities and well- tighted work areas, personal protective equipment plays a major role--hard hats, satiety gtasses and protective riothiag. We also advocate wearing safety shoes and proper apporeL Our primary effort is to make the place and the machine as safe as possible through mechanical engineering, and then protect the men from hazards which cannot be eliminated. * Our personal protective equipment pro gram is of long and experience through the years confirm its value. Ooe of our operations bas not bad a disabling eye injury for 20 years more than 64,900, 000 man-hours. In our experience first-aid training is essential An employee so trained can give proper, immediate assistance to an mjury whether at work, home or on the highway. 40 Mining Industry Moreover, the employee trained in first-aid is a safer employee on his own job. Safety codes play a major role in our program, A code, prepared after studying the operating phase is a guide showing how an operation may be safely performed. A positive approach is most effective, that is, we teach what to do rather than what not to do. It POSITIVE NOT NEGATIVE The economic factor of safety is cocapeUtng hoe we firmly believe a safe opera ted is a profitable operation, both to em ployees and to the company. The employer's cost is ooe the only benefits contemplated by the Workmen's Compensation Act. It is the loan of a valued employee, the cost of training a replacement, plus the production k*s resulting from the acadmt. What is the cost of no-lost-time cases requiring medical care? How many do we have in a given period and how much time is spent in treatment? What about pro duction loss while an employee is at the dispensary? In an accident involving dam age to facilities, what is the cost of repair or replacement, the cost of down-time and toss of production? Cost, properly used, is a valuable sales feature. Our accident experimee Is measured by frequency and severity as defined by the .American Standards Association in its Code ZI6.M954. Frequency is the number of disabling injuries per 1,000,000 employee hoars of exposure; severity is the total days charged per 1,000^)00 employee hours of exposure. Our concept of production with safety began in 1916, In 40 years, our accident frequency rate was reduced by 90 per cent Our corporation-wide frequency rate for the year 1956 was 4,16, or a little over four disabling injuries per 1,000,000 man-hours worked. In four of our integrated steel plants, the frequency ranged from id to .78, or less than ooe disabling injury per 1,000,000 maa-boura worked--a rather strik ing experience in what has been said to be a very hazardous industry. It is not by coincidence that a Bethlehem operation has woo the National Safety Council's metals section coatest among huge steel plants for the past 15 consecutive years. In 1956 our operations received more than 50 awards from the National Safety Council for safety performance. In addi tion, our operations received awards from the United States Bureau of Mines. A consistent safety accomplishment must be built on a firm foundation, properly de signed and kept up to date to cope with ever increasing production objectives. In a large measure, safety programs throughout Bethlehem meet specific problems at a given operation, but they are uniform in thought and direction. Our management has long been convinced that production with safety is paramount-- became it has to do with men and their individual significance--because at reflects the responsibility of leadership--because it fulfills one of our primary human obliga tions--because safety and efficiency are ac tually one and the same--and because of its growing significance to the total national cccflouiy^E * * SAFETY PROGRAM FOR THE BUTTE DISTRICT OPERATIONS OF THE ANACONDA COMPANY by HERIIKT A. W1NDIL chairman. Bureau of Safety, The Anaconda Co., Butte, Mont. The Butte District operations are an in- tegral part of The Anacoods Company's Western Operations. The Company operates Id underground mines and two open pit properties, plus complete shop and service department facilities. The number of active mines depends on economic conditions, and less than half the mines arc currently activa. 41 &ST h'aHamai Safety Concrete Except for two Mode caving use, all undergomad operation* tsaa selective method*. A cearidenfale imnnnt of hy draulically placed trnS fairing 1 as slope Siting, and will become standard prac- He* in tbe future. Rode bolting tcdxtiqos ax* used, nprcoHy on aew sill ifawhpi^ work ad m bmbflilil breast cat ad fill sttpo. Tbe principal products produced from tbe Butt* ados are copper, zinc, and nnfuxx ores, which --* smaller of sil ver, lead, |fid ad accemory metals. Dor- in* normal operation SjOOO to 6.000 an are employed oa the Bette UL SAIW laOOAMS SKE KM 4. Follows through to see all hazards are corrected, within a three-day period. 5. Investigates and reports on all injuries. 6. Conducts weekly supervisors' nitty meetings, 7. Takes new employees on a tour of sur face facilities and cjphiro tbe general safety factors involved. & Secures safety pledges from aS men and distributes nil books or Job nlcty Instructioo tfirrti 9. Assists mine uonagtsaea* h conducting employee safety meetings with Union aadnoL 10- hjjkjt to improve tfftimty. mfety dndepiipnMHi mi rapurrimibythe 11- Sues ill mb as* eqiupped whfc proem fivcao of Safoy. amtKdmi im M4. Ufatnuba a --twdd anfety projects is out * aaepaoi of aft *------- 1. Oman? eptnficM far aafidenDn ad peaeMe e If--hiy injary repeats are *cot fua aS .Huifimdi Cmgsaj aad snbKary operatinas tke Bnrean of Safety, where ipauulj mad mmaal repeals axe tiaapOsd to dctcnaaoc Inal !< ajiuji mu Each year tbe operation with the greatest rakinwa bdov its previons 5-year losttxat-isjarpnk furiviu the KeOey trophy for tfac year. Safety dcpatnoti at* untaised at ettry Aaaoada Cowqmy's world wide actmties. Tbe Bweaa of Safety's staff ----wHi of the chairman ad a dcric Tfac Bette Dis trict orpauatka includes a AW safety engineer, fire to eight nfdy capoKn, an artist aad a part time artist and dcric. Each safety nt'wwr wipesrises one large mine and smaller operations. The duties of the safety engineer todode: 1. Supervises mine or pfast safety pro grams. 2e Trans workers aad supervisors. 3. Inspects working places aad operations, reporting natural hazards, safety role notations, faulty behavior, tire hazards, poor housekeeping, defective equipment or materials, unsafe mining or work practices sad conditions, ventilation and industrial hygiene environments, lack of or defective protective clothing, equip, meat or devices, and recommends cor rective procedures. * injured. 13. Is anilstie for cals a* any r.mrrgmij'. aorib as dotal ^Juries, dnmn, 14. Supervises display and cards, new* hnIVfs--, and safety Baera- Uader the Bnrean of Safety, Butte Dis trict operations have aclueitd a gradual de cline m frequocy aad semity rates of lost-time injuries. But the total injury rale, mrimfing widaft without a lorn of time, has not mfcced as mnch as the lost thTM. injury rales. In fact, several years when tbe fast-time rate ifirlinnif. tbe total mjury Therefore, w* see confronted with a seri ous problem: How can we lower tbe total accident rate? It must be dene since even the slightest injury could result in a lost time injury, rifpcnxffng on factors inch as age; environment, physical or mortal con ditions, marital status, frmnrril position, and Many different eolations have bees tried in die past mcloding: t. Incentives such as pictures and cigars for the ofcat crew mch month; i*w for prises of cash or savings bonds; National Safety Council badges, theater 42 Mining Industry 2. Periodic "Going on shifts'* safety talks. J. Posting "No Accident" records for su pervisors' crews. 4. Use of safety Sags. 5. Bonus for supervisors. 6. Safety suggestion boxes. 7. Rminder cards at working places, i. Safety pledges. Each project redneed the tost-tune-mjury- nie bat again, the effect oo the total acddot frequency was not up to expectations. After a thorough analysis aad study, we derided to promote a new approach to mfety, on a progressive, mtcnsiSed, concerted tnsasc program. It would be a long-range protect, meukating training sesrioos in preImimry safety education before the new eagiojtt is hired, aad continuing progres- uvely throughout employment While on- perticidariy emphasized, iff-ribi-ydb mfety is also stressed. The pba naiiaffris a pg of safety educatloo for the werhar, and srtraiar training projects far Muwrrinr*. This is Ht because he umerriaor rs responsible for tbe task of : mfety to bis crew, and tnfiueating ` * and behavior through daily awareness of r "a way of life" instead of a dmy. This is the aba of present and tm-- safety programs of tbe Anscooda Cempmsy for Hs Butte operations. Advcid and <5versified trotting opera tions and methods increased the need for more adequate safety controls. Recently some newly maagurated programs alleviated the major ubiUdu in inducing safety coo- We are developing aad instituting a safety training program. Tbe projects are not new or original; many safety organizations bare used simitar plans. But we intend to try each point, then alter and adapt to the best performance. Finally, tbe separate objectives will be coonfinatcd into a procedure flexible t dMM a^aagg fi ingi -- Tie oldmtit goal is accdoatcd action on accident pre vention throogb safety training and educa tion. Tbe bug* labor turnover in Butte is due to: migratory and transient workers, labor shortages m summer aad early fall from tamers taking temporary outdoor jobs, aad fluctuating economic conditions which affect production requirements. Because of these factors during a normal year about 2,000 new men are oapfoyed and less than half remain more than ooe year. Our accident records show more than one-half of all lost time Injuries happen to employees with less than a five year service record. SAFETY ORIENTATION If we can impress tbe new employee, be fore he is hired, that the Anaconda Com pany is interested in his welfare and safety, he will be more attentive and responsive. Anscooda believes well-informed employees make better and safer workers. The project consists of a lecture utilizing diagrams, posters, signs, pictures, and dis plays of safety clothing, required protective equipment, and safety devices. Slide pro jector ilhutratiocs are bring developed. After passing a physical examination, prospective employees are required to attend" the Orientation and Safety Indoctrination course conducted by a mfety engineer be fore rustling cards arc imxd W* present ranch information to help the new employee get a proper and safe start oo the job, and to acquaint him with our accident preven tion policies. Information presented includes: 1. Company po&acs in regard to welfare and safety. 2. Size; scope, and purpose of tbe Ana conda Company's world wide activities. 3. Description and magnitude of local op erations. * 4. Wages; differentials, work week, hours, overtime pay. 5. Functions and duties of tbe employment office. 6. Operation of the personnel department axid how it affects employees. 7. Procedure to secure job. & A guided, informative tour of the sur face plant, conducted by a witty *s*4ncer or foreman. 9. Safety pledges. 10. Employee benefits including: group in- * suraace, hospital medical plans, paid va cations and holidays, employees* club, pension plan, opportunities for advance- 43 1957 National Safety Congress ment. purchase of Savin** Bond* oo payroll deduction plan. 11. Brief description of various local min ing operations and methods. 12. Risumi of general hazards of die job and ways to prevent accidents. 13. First aid facilities, equipment and train ing programs. 14. Proper procedure in event of accidental injury. 15. Communicatipns program. 16. Benefits from malting a permanent home in Butte. SAFETY TRAINING FOR PROSPECTIVE SUPERVISORS This is a proposed activity for use during full production when management staffs have a shortage of experienced supervisors. A prospective supervisor attends special courses in safety training so that when he takes on supervisory duties he will know his responsibility in his crew's safety and welfare. SAFETY TRAINING FOR SUPERVISORS Each year the Mining Research Depart ment conducts a three-day training course for all Butte supervisors. At these sessions new and review information is presented on all phases of the mining operation. A twohour safety class is sponsored and conducted by the Bureau of Safety. Pertinent new safety promotions are pre sented and discussed along with a thorough review of principles and accomplishments, using visual aids produced for slide or VuGraph projection. ADDITIONAL TRAINING FOR SUPERVISORS Safety performance records are compiled for all supervisors to determine the nature and classification of injuries. The safety engineers report periodically on the super visors safety attitude and the amount of training imparted to his mo. ' From these records and reports we de termine safety performance deficiences of a supervisor, particularly those whose acci dental injury rates are unsatisfactory. Then special safety conferences and reviews are conducted to improve attitudes and per formances. Letters are sent periodically to all super visors by the chairman, presetting safety news, congratulations for records or ac complishments, information on new ideas, or requests for more effort in accident pre vention. The supervisor is naturally responsible for most employee training. In a mining opera tion, the average shiftboss should see every crew member three or four times a shift. Here is the best opportunity for safety In doctrination. A competent, conscientious supervisor, alert and safety-minded, can exert a tre mendous influence in promoting and In culcating safety consciousness in his crew. The safety engineers constantly stress this phase of shiftboss training. Much psychological training Is accom plished by presenting oa posters particular behavior problems which contribute to poor safety performance. The effective poster most appeal to the observer by showing working environment, and aiming at the intdligoice level of the average employee. The carton poster offers the greatest at traction to the average Butte worker. We exhibit new or different posters weekly, some on surface bulletin boards, others at strategic locations underground. To obtain consistent safety behavior and habits, the employee must be raninded con stantly about hazards and bow to guard against them. To do this, we post a series of safety practice reminder cards for all employees according to specialized occupa tions. These cards appear at conspicuous places around the work she. SAFETY IN COMMUNICATIONS PROGRAMS A commonications program presetts an other vital tool to promote safety and ac cident preventioe. The Butte district com munications program consists of the News boards and periodic management tetters to employees. Safety grains on the news boards are ideal for safety announcements, accom plishments, and congratulations. Editing and publishing a monthly safety magazine for employees is m coazmankations project The Htoifrmu, first pah- lished m Jane 1957, provides safety new* and information for all members of as em ployee's family is tfae borne. Subjects dal with safety on the job; at home aad at play. The object it to extend the pajrholugir.ri training approach to the entire family aad Mining Industry induce a "safe way of life" in all its actions. Presenting workers a safety rule book or instruction sheet has only a momentary, psychological effect. But if the supervisor reads a safety pledge; explains it and the employee's responsibility to himself and his fellow workers oa safety and then the man signs a pledge--this creates a more lasting impression. Consequently signed pledges are required for the hazardous occupations, such as miners, motor crews, chute tappers and open pit miners. SAFETY TALKS Short safety talks are used by safety or ganization*. But these like other accident prevention campaign activities, must be changed periodically to maintain interest and produce beneficial results. Due to lack of interest or tangible proof of merit this wa* discontinued, on the Butte hill, a number of years ago. Occasional short "Going oa Shift" safety presentations and demonstrations assist the training program. A series of Vu-Graph projections, depicting actual accidental in jury cases and object lessoas oa safety. Is being processed to emphasize the value of "thinking before doing," oa all actions. The Bureau of Safety is revising and pro moting a number of accident prevention campaigns instituted years ago: 1. Annual first aid and befanet training-- new and review courses. 2. First aid team contest each year. 3. Publicity and awards for outstanding safety accomplishments and life saving deeds. 4, Development and use of specialized safety rule books. 3. Research and engineering is safety pro motions, projects, methods, equipment, devices and ideas. 6. Better industrial and public relations by extending cooperation and assistance on safety programs to: government and state agencies; law enforcement offices, schools, scouting activities, dvie proj ects, service dubs and labor unions. An amicable relationship between man agement and tabor was achieved largely through recognition and utilization of union safety committees. At ail mines and plants regular weekly safety meetings are held, when the mine superintendent or foreman and the safety engineer, meet with appointed safety committee members of the local miner's kw- At these sessions the union safety committee presents hazards which are by management's representa tives and dedsiocs are rendered. Corrective measures arc reported by the safety engi neer. The end result is better understand ing and cooperation between labor and man agement Any safety endeavor to be successful must be: conscientious and exhaustive, flex ible enough to meet changing conditions, developed through trial aad error, and based oo practical common-sense principles. Re ducing suffering, hardship and sorrow from injury to our fellow ns offers the greatest challmge and rewanf.of any undertaking in industry today-A- " 45 OFFICERS OF THE MINING SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman H. SLOANE, director oi safety division, Vancouver, B. C Association of B C, First Vics-Ckoirmam--S. E. SHARP, Tennessee Copper co, CopperiaB, To. Second Vtce-Ckmemom C. R. NELL, Beihleheni Cornwall cor*. Connral, Pi Third VUt-Chairman--ROGEIR F, A. THEW, safety engineer, Steep Rodk Iran Umo Limited, Steep Rock, Ontario. Newsletter Editor--R. G. WARNCK^ Bureau of Washington; D. G. Assistant Newsletter Editors--Lake Superior District, F. EX WOLE8EN. OSm Iron u` * Steel corps Virginia, Mina.; Eastern District, JOSEPH J!$gS--New Jeney Ztoe company, Franklin, N. J.; Southeastern District, It F. THOlfPSON, Amencan Zinc company. Mascot; Term.; Western District, W. LYNN V. Smelting and Refining company. Wallace, Idaho: Central District, H, B. HUTCHENS, Eagte-Pieber Mining and Smelting company, Miami, Okta.; South western District, PAUL HUNTER, China Hines division, Kaiaecott Copper company, Hu'tejr.N- U.; 0,1m, Dutrict, ROGER F. A. THEW. nfey <8(u!r. Steep Rock Iron Mines Ltd, Steep Rode, Ontario, Canada; Quebec District, J. E. BERRIDGE, G?d>ee Asbmtoe Mining Association. Montreal. Quebec, Cas^da; Eastern Canada District, JOHN ABBISS, Buchans Mining company, Buchans, Newfoundland, Canada* Western Canada District, IVAN H. SLOANE, director of safety division. Association of B. C Vancouver, B. C Entgt*--* C^amtur Chm---J, T. RYAN, JR, Ufee Wy AwliaKe. eo, Pittsburgh, ri Engineering Committee--}. U. SMITH (Chairman), Asbestos Corporation Ltd. Thetford Mines, Quebec, Canada; JOHN B. BIKER. Consolidated Mining ft Smeltins eo. Ltd of Canada, Trail, British Columbia, Canada; DALE J. BROWN, Nevada <gvi- smo, Kenoecott Copper eorp, MagOI, Nev.; GEORGE A, BORGESON, M. A. Harm co, Hibbtng, Mhm. Membership Committee--AL KOLU (Chairman), Pidcandi Mather ft ctx, Duluth, Mitm WALTER E. MONTGOMERY, Montreal, Quebec, Canada; CLIFFORD GIBSON, Mines Accident Prevention * Association of Ontario, Timmins, Ontario, Canada: EMMETT K.OLSON, JR, KennceoU Copper Carp, Utah Copper Div, Sait I-W City, Utah; NEAL H. GEORGE, Quebec Metai Mines Accident Prevention Association, Quebec Canada. Program Committee--JOHN A. JOHNSON (Chairman), U. S. Bureau of Mines, Wash ington, D. C; A. W, NESS, American Smelting ft Refining co, Salt Lake City, Utah; MAURICE LA FONTAINE, Department of Mines, Montreal, Quebec, Canada; JOSEPH HALL, Reserve Mining company. Silver Bay. Minn. Poster and Visual Aids Committee--HERBERT A. WENDEL (Chairman), The Anaconda company, bureau of mfety, Butte; Moot; A. W. NESS, American Smelting ft refining company. Salt Lake Qty, Utah; A. J. STROMQUIST, Oevriaod-Qilfs Iron co, Ishpeming, Mich.; M. C. M. POLLARD, National Gypsum co, Buffalo, N. Y.; J. M. HARKINS. The Anaconda col. Butte; Montana; P. C. SIMMONS; Pbelps-Dodge awp, Moreod. Arizona. 06 Statistics Committee--JOHN C MACHISAK (Chairman), chief. Accident Analysis Breach U. S. Bureau of Mines, Washington. D. C. Safety Promotion Cowmiflrr--ALLEN D. LOOK (Chairman), U. S. Bureau of Mines, Federal SuAting, Duluth, Minn.; GEORGE SAIL, Mining Congress journal, Wash ington. a C; ALVIN W. KNOERR, Engineering Sc Mining Journal, New York, N. Y.; GEORGE O. ARGALL. JR, Minlnr World San Francisco, Calif.: CHRIS MAMEN, Cusdn Mining Journal, Gardeovale, Quebec; Canada; DAVID N. SKILLINGS, Skillings Mmlng Review, Duluth, Minomota. Hroiens mad Ventilation Committee--}OKN W. WARREN (Qiairman), Anaconda co, Butte, Mont.; ED. LEONARD, Inland Steel ax, Ishpcnung, Mich.; DONALD S. K1NGERY. Mine Ventilation Section, U. S. Boron of Mines, Phtshorgh, Pa. Members-ol-Loroe--*R- F. WILSON, Oliver Iron Mining div, U. S. Steel corp, Duluth, jjjgg; *JOE T. WILLIAMS, Banker Hilt and Sullivan Manag and Concentration company. Kellogg, Idaho; `GEORGE GEDGE, Phelps Dodge corp, Copper Queen Brandi, Bisbce, Aria.; *OSCAR A. GLAESER, U. & Smelting, Refining and Mining co. Salt Lake Gty, Utah; *A. J. STROMQUIST, Ckvdand Cliffs Iran cn, Ishpeming, Midi.; `CLIFFORD GIBSON, Mines Acddent Prevention Association of Ontario, Timmins. Ontario. Canada; *GEORGE GERRY, Plckands Mather ft eo, Ironwood, Mich.; *R. F. WILSON, Oliver Iron Mining Division. U. S. Steel corp, Duluth, Minn. Staff Representative--CLINTON H. HOCH, National Safety Council, Chicago, HI. *Past General Chairman 47 Other Volumas in this Swing 1957 | rJRRENT SAFETY TOPICSUsers of this volume will find modi value ia its eoeipume volumes. Hen is the list: Volume 20 Vol.No. TITLE Stock No. 1 General Scssiem and Detailed tadea to all Volumes........................................ 02247--1 2 AWifaw Aeronautic*! Industries Section I Air Traasport jwtiw........ .. 02247--2 3 Basie Steps m Accident htvutiM ................................................. 02127--} 4 Cement and Quarry tsdwtries..................................................... 02247-4 5 Chemical Industries ................ .................................. .. 022J7--I 4 Coal Minin* Industry.............................................................. 02247--4 7 Construction Industry sad Public Employment [Public EmployeSection}... 02247--7 I Electrical Equipment Industry and Entire Utilities........... .........................0MJ7-4 t Farm Safety ................................................................... 02247-4 10 Fertiliser Industry ....................................................... 02247--10 11 Fned, Meat Paebn* A Leather Industries, Trades andServian............ 02247--It 12 Glass and Ceramics Industiy and Rubber Induetry........................................... 02247--12 19 Heme Safety.................................................................................................... . 02247--13 14 industrial Subject Sasston (Spanned try ASSE)............................... .. 02247--14 15 Labor .......................................................................... 02247--11 14 Maritime Industries {Marine Section)............................... ....................... ........... 02247--14 17 Metal* industry ..................................................................... 02247--17 It Metals Products Industries (Automotive and Machine Shop Ssrilw Power Press ond Fortin* Section) ........ .. IT Mining lidwtay ......................................................................... .. 02247--II 0X227--4 20 Motor Transportation Industry (Commercial VehicleSectiao)............ 02247--28 21 Occupational Health Nursin* Section............................................. QZ247--2I 22 Petroleum industry ....................................... ............................................... .... 02247--22 23 Printin* end Publishing Industry........ ............................................. . 02247--23 24 Pulp end Paper Industry.............................................................. 02247--24 25 Railroad Inductiy .......................................... ............. ......................... ............... 0X247--21 24 School end Callage Safety...................................................................... 02247--24 27 TraIRe Safety................................................................................ 02247--27 MOTOR TRANSPORTATION ( INDUSTRY 1 2B Transit Industry ........................................................................... .. 02247--2* 24 Wood Products ond Textile Industries.......................... 02247--21 30 Early Mamin* Samians. "Human Ralatians and MsaH>M|ueut"........... .. 02247--30 PRICKS OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE Jto9eof*ccEach 10 to 99 copier Each 100 re999 topics Each 1000or mort Each 12 or lees pages > U to 24 pages-- 25 to* 48 page* 49 to 96 page*-- Over96 pages-- $045 JS .45 .60 45 $020 48 47 ,50 45 $0.17 45 43 .45 40 $0.17 45 43 .45 .70 Complete set o Current Safety Topic* (30 vols.)--$950. Stock No. 022.17 All prices shown are subject to a 10 per cent ifiiwsmt to National Safety Comal members. Tramonctiona of iha * 4Sth Nmtiomml Safety Comgrmss (Ociobmr 2I-2S, 1957, Ckicafo, III.) NATIONAL SAMTV COUNCIL 428 NORTH MICHIOAN AVL CHICAOO 11. ILL. 230019*02 48 reran* la Ma. 02247--IP IVATMOIVAJL SAFETY COUNCIL 425 N. MICHIGAN AVINUI, CHICAGO 11, ILLINOIS , ... ____________________________________ -i CONTENTS Annual Report......................................................................................... K. N. Beadle 4 Accentual* the Poiitivc..................................... ............................. Lome F. Pums 5 Be Positive tn Drim Testing..................... .. . ................ A. L Hauek 6 Be Positive In Using Incentives......................................................John H. Wasp? 8 Be Positive hi Using Safe Driver Awards. .......... John L Hughes The Positive Approach to Driver Physical Requirements (A Symposium) Physical Factors........ ............................................... Dr. Eugene P. Owen 10 13 Visual Factors . . Emotional Factors . .. ..... Dr. Brittain F. Payne 17 ... . .. .Dr. Eugene S. Turn!! 20 Panel Forum on Positive Driver Testing..................................... , , 24 Accidents Can Be Stopped at the Hiring Line {A Symposium) Safety Starts with Your Employment Application Fwp ... D. J. Moffie 32 Safety Grows with Your Interview................. .. .Wallace C Taylor 34 Safety Is Improved by Your Investigation.. .. .John A. DePew 3S Safety Is Influenced by Your Decision. . J. Wylie LumpUn 37 Effective Supervision Is Positive (A Symposium) Orientation--The Beginning of Driver Supervision. .William W. Carter 41 Education--The Foundation of Driver Supervision . . F. S. Late 44 Stimulation--The Framework of Driver Supervision . $ 6. Nation 47 Human Relations--The Key to Driver Supervision ................... .......... Dc. Ceirgs 0. Heaton SO JOINT SESSION WITH TRANSIT SECTION Do We Drive as We Live?.............................. 0 hnstoe BinAry a Report of tbs National Heat Safety Contest Gonwnrttoe. . EG-Coe S7 Officers . ................................................. SB 2 LEARNING TO LIVE .. . Lorniny to Uvs rsfciy--was the drawing card which brought more than 13,000 men and women from die United States and 27 other countries to Chicago for the 45th National Safety Googrtss. . These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others and themselves--to Uvt, week, and play solely. This was the ressoe the National Safety Council vu Organised less than half a emtury ago, a time when man's thoughts barely kept pace with the industrial revolution. Since .then, man has introduced an atomic age which is Winging the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel I Through science and technology, man is progressing to increasing speeds ta travel and production, and increasing dangers--new dangers never before encountered. These, in addition to die everyday basards of fifn occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics- 30 volumes of condensations of Congress speeches tad exchanges of ideas. Each vohane is a handy reference to different phases of accident prevention. The complete Mt of volumes arv? listed on the back page of each volume. Since the proceedings have beta edited aid for tefemax purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE COMMERCIAL VEHICLE SECTION Thu whang is a record of the sessions held at the 1957 National Safety Con gress by the Commercial Vehicle Section. The cooduct of these Congress sessions each year is only one of the many cooperative activities which the Commercial Vehicle Section carries on in behalf of Its motors, and for the benefit of areidvnt prevention work in the motor trinrportatira iadmtiy gen erally. The section gives guidance in the preparation of a great variety of chnial and educational material useful m the day-to-day fleet safety programs. The activities of the section are under the direction of its executive committee; the motors of which are listed at the doee of tins vofcon ANNUAL REPORT by K. N. IEADLK, CHAIRMAN director of safety, Padfe Intctmountefit Express, Oakland, Calif. Safety has grown in importance sad inflocace since die first Caeanerdai Vehicle meeting 35 yean ago. Although H is an* possible to say what the fleet accident pic* tore weald be today if the safety movement had never started, we could prefect the early recorded fleet experience and calculate a probable picture of oar traffic safety if it had contawed at the rate that existed over 2S years ago. According to die National Fleet Safety Contest the accident Inquney rate was double what it is today when the contest began u 1932. If we projeded that early experience to the present number of professional drivers --11,000,000 for an types of vehicle*--we would W that the 76,000 accidents re ported by contestants during the past Na tional Fleet Safety Contest would have mulled a an astounding figure of 3,500,000 accidents involving professional drivers. These; of course, are accidents of all types from fender dents to complete losses. contest sod they operate 25 times Uw mileage as was reported by their earliest predecessors. Just during the last decade seven times as many drivers received the CooaaTs Safe Driver Award. Four times as many driver* are now enrolled in the program. The na tional average of awards earned has im proved from one oat of three drivers to one out of two drivers during the last decade. In 1957, the Cotmdl will issue about 150^000 awards as many as were earned during the first eleven year* of the program. EXPANDING RAPlOty Use of Motor Transportation safety ma terials has doubled in the last five year*. The Motor Transportation Division repre sents the fastest growing section ki the CoondL The Commercial Vehicle Section, the largest section in numbers of affiliations continues to out distance all other sections ia sew affiliations. If accidents occurred at the same rate as they did 2$ years ago the figure last year would have been acres million accidents. Drivers today average more than 66,000 miles between accidents as compared to 33,000 m those early days of the coolest. RESULTS niOVS P*OGftSS Many of as may fed that safety progress is slow, that reanhs are jnfaogffrfe and that car efforts ut net spprecimil Yet. the above experience and many more eritoai of progress axe apparmt when we check the records. To dt* a few rrampirs, there are in ex cess .pf 2jOQO fleets anrcBily enrolled in the National Fleet Safety Contest. This is 10 time* as many as 20 you* ago. There are 10 timer as may Oirat enrolled in the Motor Transportation Services now ex tend to police departments, state highway patrols, school bus transportation systems, the United States Poet Office Department and other governmental agencies as weH as fleets of passenger car drivers in sale* and supervisory positions. From a salesman's coupe to a mammoth truck trailer combination, persons who earn their living by (hiving are setting a pattern of safe operation wequalled m our coun try's traffic records. By their example, they have proven that motor vehicle accidents can be prevented. The mgreefients for this accident prevention formula have been studied m detail and are presented in the manuscripts which follow. These ingredients are the positive elements of driver selection, training and supervision. 4 ACCENTUATE THE POSITIVE by LORNI P. PURVIS fleet superintendent, The Toronto Star, Ltd^ Toronto, Ontario, Canada program chairman. Commercial Vehicle Section, N5.C Safety is not just a traffic light flashing it* amber caution beam down the highway, or the roadside sign indicating the dangerous carve or bad full ahead, or is it a hard hat wont by an oil refinery worker. Safety is x state of mind, a "positive?* state of mind. Without that "positive" state of mind, all the safety equipment, all the traffic controls and kgiskatioa can be without purpose. This business of "positive thinking" was brought to ray attention some years ago while having (tinner in a restaurant. It was before the days of air conditioning and the restamaat was extremely warm. Customers were arising for extra ice water almost as fast as the girls could bring it One tall, Monde, soothers girl seemed to have twice as iiway people to serve aa moet of the other girls. She was extremely efficient and thor oughly connects, back and forth with water jugs, extra pats of butter and kvd drinks of various loads. There was a woman sitting dose to us who scaacd to be tmaeecssarily demanding and bothered her incessantly. When it came rime for the girl to serve our table, I could not help but remark her pleasant attitude, and 1 asked her Sow she maintained such an exceRmt measure of tolerance and cheer fulness when people were making so many tsmasoaabte demands. Her reply was very significant. She said, "It sure is tough at times but. believe me, it pays big divides]*." EXPECT THE KST The Reverend Norman Vincent Pcale in his great book, "The Power of Positive Thinking," momon* the magic of believing, and tint when you set your sights low and expect the worst, yon get the worst-- whereas, when yon expect the best results and work positively to tint end, yon will get the best possible results. We all have good examples of that nega tive type of thinking with the men in our own stag. Yob know the type--the driver who is bset by imaginary fears. Before he even starts out of the terminal yard with his rig. be wooden if the police will be weigh ing on the road today---will the fog be ted in the valley--will the traffic be heavy on that tong hill into Centerville--will he be able to arrive at the terminai on tune? We call them "worry warts" and you know them wcIL They do a good job most of the time; but when the chips are down, things are tight aad the traffic heavy on the highway because of the football game; or plugged with snow, you aad I know which driver is going to blow his stack and possi bly give up on the shoulder of the road somewhere tmtil be settle* down. I* it the driver who always measure* his problems carefully and positively, and says, "Sure boss, f think we can do it," or is it going to be the "worty wart* who frustrates him self mentally and physically with negative; mental processes, which magnify ad distort everyday problems out of proportion? HELP WONty VAKIS William James, the famous psychologist said. "Your belief at the beginning of any doubtful undertaking is the one thing that insures the successful outcome of your ven ture." As supervisors and safety directors ia our respective companies, t fed we can spend a tittle more time with these "worry warts" and try to improve their job It is the suc cess of those with whom we work that in dicates our ability and our success, and the measurement of our ability and our success is what puts the groceries on the shelf at home in small packages or big packages. Frequently the problem kid in oar organi sation is, ia m roundabout way, trying to keen in the spotlight aad make us know in directly that he is arond. He is also tell ing us something that be doesn't know--that be needs us and our understanding. Some of them need a lot of understanding. If you' have a rugged individualist cn your staff, do not cum him for the problems he Is causing you, much as yon would like to, S 195T Notions/ Safety Congress because it would probably take more out of your old tummy than it would to dent the armour he has built up around himself over the year*. Approach him in friendly fash* ion, taring his drat name not his last; and give him the impression you are genuinely interested in getting his viewpoint on those habits and Mgitive attitudes that give us the impression he is unco-operative. To handle people--you have to be a good Ustener--and it doesn't have to be a task! A "positive'* mental attitude attracts the "positive* attitude in people just as a magnet attracts steel. If you can get him psychologically "un locked/* you may be able to solve his prob lem*. PosriUy. if you approached him with the same "positive'' attitude that you would use to lower your golf score, the rtaults would be just as gratifying. We often allow the negative attitude oi a tew individuals to obacere the higher-thanaverage standard maintained by the majority of our personnel. We, as important parts of administration and supervision, should prac tice the policy of "positive* thinking and "positive* procedures as frequently as possi ble and in a manner most beneficial to these few. They are the ones that need our help the most Governments and firms spend millions in public relation*. How much do we spend, not in money, but la time? It's worth think ing about BE POSITIVE IN DRIVER TESTING fcy A. L. HAUCK director of safety & public relations. Transportation Underwriter*. Ine^ Indianapolis, (nd. I 'peak not as an industrial psychologist but as a layman discussmg our attitude to ward driver testing. 2 have spent many months talking to safety directors, super visors and many administrative people sin cerely interested an nitty discussing current practices ia testing There were many pros and coos as to its value One fact <Sd come out: those who did on testing were strong in their belief* of the benefits derived. Host were using tests for training or indoctrination purposes. Testing, according to Webster's New Col legiate Dictionary. Copyright 195J, used in the educational mok says "Any scrim of questions or cxerdus or other meant of measuring the sktB, knowledge. mSefQgaacc. capacity, or aptitudes of an individual or group.* The interpretation of that defiarioo has varied among the people 1 hove talked to. it has varied from "taking a small sample and from the tot of the sample predict the whole* to "an exact measurement of the whole by analysing the sample* & Tests for driver selection include:-- 1- Rood test in traffic. 2. Yard or stall tests. 3. Psychophysical tests. 4. Knowledge tests. 3. Vision test*. 6. Psychological tests. Disregarding entirely the disemaign of who believes and who does not. F would like to talk abort some of the positive at titudes I have seen in psychophysical testing. You knew the depth perception, reaction, peripheral or tamd tinoo. The greatest success encountered was in die attitude of the safety director or supervisor giving the psychophysical test. I asked as of its value as (o screening and physical check as to reaction. The answers were of this pattern; Value?--"Do you realixe that for each test given I hare the mxfivided attention of our prospective driver and with each test 1 tell him of its relation to actual driving Motor Transportation Industry and how important it will be to hi* success Before we were through they coined an as a safe driver.* With reaction we study expression for us "You can't set points if the evils of tailgating. you can't ace points.* Positive thinking, t may sever again have bis undivided t am sure many of you have conducted attention but for that time 2 do. This is road tests in traffic or yard or skill tests. not a contest between the applicant and the testor, but a case where the applicant is acouraged to do hie best. "This is positive thinking. These safety people knew what they wanted to gtt across and did it " Again while giving and immediately after, the student gives you his undivided atten tion. Sometimes the errors polar towards what should be stressed in further training. These Items are placed in our hands for action. USE POSITIVE THINKING Knowledge tests afford us the same op The next point is the positive thinking portunity of assisting our people. With in vision tests. The successful and enthusi the proper attitude on our part it tells us astic people held forth the Idea that die what should be stressed In training and re vision test was given to assist the prospec training programs. tive employee and in many cases the vision tests were given regular employees in all departments. The results of the test in dicated that be or she should or should not < their oculist or optometrist. Hero is u example oi this idea. fa Louisville. Kentucky, my home town, we had planned vision tests for all em ployees. The "scoop* got around as it norm*11y does that the safety department was checking eye*. The maintenance manager <stme to the safety office and informed us the mechanics were discussing the point of whether to submit to the examination and ofarmed him that nothing in their contract aid they had to take the test and some said furthermore we were not doctor?. Both points were absolutely true. To combat this attitude we posted a small no tice on the garage bulletin board to the Sect that as an employee they too were entitled to receive the free vision test which would indicate if there was a need for Further eye examination and to please see use garage fotqnan to arrange an appoint Of these tests or testing devices some may ask--"Where do I find them?" or "Who could help me?* Without fear of plugging but with pride--yoor Srstioazl Safety Council can help yoo. These tests are meant for practical super visor*. Training and knowledge are neces sary, of course, but the training and knowl edge needed is readily acquired. On the last point I tread lightly and with just a little advice. I refer to psychological tests--intelligence, personality, etc. If yr> eontonplate this type consult an indust.. . psychologist or with state universities. They are a great help in putting each ooe of us on the right track. Consult them, they are a world of help in this field. Testing has as many facets as the most beautiful diamond, but the brilliance of any one only reflects your attitude or thinking. If testing is but a sample, the prospective employee is also getting a sample of what the company thinks and does. Can he judge the whole company accurately from the ment to avoid the crowd. sample you gave him?A 7 BE POSITIVE IN USING INCENTIVES by JOHN H. WASP! director, Safety li Driver Personnel, Allied Van Lines, Inc^ Broadview, 111. The title of' this talk "Be Positive in Using Incentives" may cause some people to wonder exactly wfaat do we mean by that subject. According to Mr. Webster, incen tive is that which incites or has a tendency to incite, to determination or actions; mo tives; spur, as money and pride are incen tives to action. In other words, who* you give someone an incentive, you give them a reason to act as you want them to. Mr. Webster used the word spur. This does oot mean that you put spurs on your safety director, although fpurs might help under certain dreumftartce*. What do we mean by positive? There are many ways to explain positive, however, in this case I refer to a plus not a minus. In other words, we add. we do not take away. That gets back to the word incenth-e. By giving, you indie someone to act as you wish. Now what types of incentives are there? Money can be used as an incentive to an employee. The payment is an incentive for than to do their work. Certainly the)' would not do the work without the money. Money can also be an incalive by giving an employee additional money to perfrora an exceptionally good job. against incentive plans is "why should we give s driver an incentive to do a good job when we are already paying him enough to do a good job." THU is a very good argu ment until you reach a certain point. Our job is to know when we reach that certain point Certainly management U not going ta give you authority to set up an incentive plan until you hove proven to them that you have done everything that you caa to re duce your acridoit rate through the normal and more economical means. You reach the need for an incaHivc plan when alt rise has failed. What type of an incentive plan should you put into effect m your own fleet? Gtances are (hat you already have some tort of an 'incentive plan in effect. Every time you issue a mfe driver award, you issue an incentive. This is the ego type of incentives You give the driver a badge tell ing him that he has operated his vehicle over a period of time without having a preventable accident. You may have a driver of the month program or a driver of the year program ta which you honor a specific driver for doing something better than the other drivers. Such a program is a positive incentive on the ego of the drivers. SOOST THE EGO There is also "ego." By publicizing the good work of an employee to his fclknv employees, you boost his ego and make him proud of himself. Merchandise awards are also incentives designed to bring in the family of the employee. In many cases, the merchandise prize is the best inemtive to odor, since the employee who brings home a merchandise prize also benefits his family and at the same time, boosts his ego because his family appreciates what be has dooe. Now that we have gooe into "positive" and "incentive," let us determine when we should use them. Since we arc primarily concerned with drivers and safety, we shall put the positive incentive plan for drivers into effect. The most common argumert Now comes the decision. Shalt we go into a cash or merchandise plan? If you asked your drivers, they would probably say. "let's have cash.** There is a good argu ment agamst cash awards. Cash is easily spent and we know that a good percentage of the drivers would speed it an themselves and it will never reach home. Cash in many respects, will do you no good, since it be comes azt addition to his salary. He begins to expect it and takes it for granted. ITicn too, it does not get into the boose where the wife and family can take advantage of it. The ash award therefore is not desired in most cases, so let us look at the merchan dise award. The common practice here is to award the driver prize points that are redeemable in merchandise. These prize points are 8 Motor Transportation Industry earned by the driver for operating a grvoi number of miles without an accident. He can also be given prize points for operat ing over a period of time or a specific number of miles without being arrested for violating speed limits or other traffic viola tion!. He can be given prize points for the number of years he has been in service in addition to his accident record or arrest record. If you have a road patrol syston, then he can be rival prize points for each satis factory report he receives. Please note here ihat we do not take points away from a Inver for having a violation charged against his record or an accident charged against His record. It is not recommended that you lue points to a driver and then take them away from him when he has an accident or when he is arrested or when he has an un- <atisfactory report of some type or another. That Is bring negative. Let ns assume that you have set up a nerehandise award plan based on the posi tive issuance of prize points. What U going :o be the basis of this program? What wilt its rales be? It is recommended that you et up your program in such a way that alt awards are based upon improvement, either improvement in the driver's record or improvencm in the company's record. POINTS FOE NO ACCIDENTS Since your company is paying your salary, 'oar first interest should be improving the company record. One thing that you want to improve for your company is your acci dent rate. Therefore, you can set up your incentive plan based upon accident rate im provement or the reduction of accidents. Prize points caa be issued to drivers who have no aeddenu during a given month. Suppose that you bad IQ accidents daring July last year and five accidents this year. This is a reduc tion of five aeddests assuming that mileage renamed the same or increased. You can figure the average cost of an accident, multiply it by five, and you have the approximate amount of money saved for the ccmpony. Naturally, you do not want to give aO of this as incentive prize points to the drivers who had no accidents. Certainly it is worth 50 per cent of the money saved for the company. This amount can be given to the drivers in incentive prize points. . In such a plan, you want to Inform your drivers of the company's past record. Keep them aware on a weekly basis of how they are doing in reducing the accident record for that month over the same month for the preceding year. You will note that this is almost a no cost plan since you are saving money for the company over previous ex perience. You pay out nothing until you have saved for the company. PROMOTE COMPANY RECORD At the same time that you issue prize points for reduction of accidents, you want 'to award those drivers who cootinuallv do a good job in accident prevention. You give the mas only 50 per cent of what is saved for the company. This leaves you a little room for a bonus. Yon can give the drivers who go so satire year without an accident, a bonus for their good performance The amount of bonus may be determined by the company. The bonus arrangement is a method of taking care of the good driver regardless of what the bad drivers do to your acridait record. In other words, it gives the good man an incentive to continue to be a good man even though other drivers have cut him out of partibpetrng in the monthly awards due to increased acridait ratio for that particular mouth. When setting up a merchandise award plan, you most carry your message to the driver's family. This is often done by pre senting the prize catalogue to the'family as a group. The driver's wife and children immediately become interested in obtaining the many merchandise prizes shown in the catalogue. families helf program Families then have a tendency to get on the bread winner's back and encourage him to drive safely and perform in such a man ner as to earn merchandise awards for them. Expcrioice indicates that as soon as the prise catalogue readies the home, that it becomes marked showing the awards that will be ordered first. Tins should be followed up by constantly reminding the family of the merchandise award plan and that all they have to do to win, is to encourage the broad winner, the driver, to drive safely and follow company rules and good safety practices: You have o 1957 National Softly Congress in effect, added another safety supervisor to your staff. The wife and the childrai have a tot at stake, not only the merchandise award* but the life of the husband and father. This is a positive incentive plan. It can and will work. These ideas and methods are not necessarily the ones that jrou_ will want a yoer own fleet. The idea is to think positive and set op a plan that will improve year safety record and at the same time, improve your drivers. A BE POSITIVE IN USING SAFE DRIVER AWARDS by JOHN L. HUGHES director of safety, Southern California Freight Lines, Los Angeles On* of man's most powerful motivations is the desire for recognition. We want everyone to know we excel in our field and this desire frequently forces us to exert a real effort to excel. As children in school we took great pride in seeing our paper exhibited as an example of neatness, ability or proficiency. When one paper was exhibited we increased our efforts because having once tasted the sweetness of recognition we were determined to taste it again. Aa we advanced in years, another mo* tivatioo began to affect us. This was the desire to belong or be a part of some group or effort. If we were athletically inclined we tried to make the team, or perhaps we joined a debating or theatrical society. The recognition motivation was tempo* rarily replaced by a strong determination to support the common effort. Soon we realized that we could best help the group by devel oping ourselves and again the recognition motivation assumed its proper {dace in our advance to maturity. BVExyONE DESIRES RECOGNITION Ttf satisfy both motivations. our school made use of an age old Idea. Bestowed on us was a device, an insignia or a tetter which proclaimed that here is a person who las achieved the right to belong by his ability, skill, knowledge and perseverance Throughout history men wore signs or de vices. perhaps unaware of die underlying urge for recognition. On leaving school and entering the bos* ness world we found the suae motivation* charting oar courses. Perhaps they had now assumed different degrees of relative tmportance. but we still had them and one of the most important was the desire for recognition. In* our complex modem civilization we find a need for the rapid, safe and efficient transportation of persons and goods. The mule trains and stage coaches of yesterday have given place to rails, planes, trucks and busses. The trucks and busses use the same streets and highways as the public and must cooperate with the public to get the maxi mum mfe and efficient use of these facilities, 'M ' I 9 I 'm' R 9* I AWARD SAFE DRIVERS A wise employer of commercial vehicle drivers will call upon the banc human'urges to help him develop has organization. Aside from the humanitarian consideration, ft is economically unwise to have aa unsafe operation. One effective means to encourage safe operation of trades or basses is to rec ognize the driver who has a record of safety. This recognition will be a challenge to him to continue the safe record, and to other drivers to gain such recognition. j Some persons rely on monetary recogni tion of a safe driving record. I believe a , sign or insignia is more effective. Money may be obtained in many ways but the sign or insignia sets the driver apart and gives him the recognition he values so highly. , Suds a device is the Safe Driver Award of the National Safety Cotnal, the cation's highest award to the professional safe driver. No award is effective unless it is bestowed with appropriate ceremony. Such ceremony 10 Molar Transportation Industry re-impresses the recipient. But just as im portant it impresses others with the value and desirability of the award. I have known employers who mailed awards to their driv ers or who passed them out like prizes out of a box of cereal Such awards lost their mooing and value to the safe drivers and were no incentive to others. In my experiences m the use of the Na tional Safety Award, t found it is impera tive to comply with the rules governing qualification. The award must be hard to get. That makes( it more valuable. What a man fights for or works hard for, he values more. The award must be known as the sign of a man who known how to do a good job and has done it Each year are have a scries of Safe Driver Award dinners. These are regional dinners given at the times and places most convenient to the greatest number of award recipients. We select one of the better hotels or restaurants and choose the menu carefully to insure an attractive, interesting and satisfying meal We avoid repetition of both menu and toeatioa so the drivers can look forward to a new experience each year. COMMEND DRIVERS' SERVICE With great care we avoid preaching to these men the benefits of safe driving. After all these mm know how to drive safely. They have proved it. We do, however, im press them with the value of the service they have rendered their community by the manner in which they have operated their trucks. This interpretation of their achieve ment is clearly illustrated by tbc speaker or speakers selected for the occasion. We always have as speaker someone prominent is the community. We have had a police chief, a mayor, a highway patrol commis sioner, a judge and a senator. The fact that such persons will give up aa evening to haoor the safe drivers adds to the prestige of the driver and the award. We publicize the award and the award dinners by newspaper and magazine articles. These articles are dipped and posted on our bulletin boards. Later they are reproduced in our company newspaper. Although this may appear to be repetitious, it is effective in keeping the occasion ta our employees' mind for a long time. Sometimes we take pictures of the dinner and put these on the bulletin boards or in the company newspaper. Our positive approach in building up the value and meaning of the Safe Driver Award has returned to us manifold the cost of the effort. The cost ean sot be evaluated in dollars nor can the returns. The return* in employee moral and in employee relations, although intangible, can nevertheless be recognized and cherished Here are some examples of our drivers' feelings for the award which have been engendered by the sincere esteem our management has for it PRIDE IN ORIVER AWARD One of our drivers had become ill and I visited him in his home. He expressed ap prehension that his absence might prevent him from earning another Safe Driver Award I assured him that it would just delay it a bit A short time later I visited him in the hospital and this time his major worry was that he would miss his three year dinner. It was apparent that be had little time left him and yet he had time to dwell upon this phase of his obligation to his fellow citizen--the obligation to drive safely. At the funeral the minister related this man's ideals and his pride in having won a Na tional Safety Council Safe Driver Award One of his last requests was that the award lapel pin be on his coat as he was returned to the earth. The minister said that long after the physical part of this man was gone there would remain an indestructible monument-- his service to his fellow man. This man's effort to drive bis truck mfely was en couraged and npurished by his knowledge that his achievement would be recognized Once while visiting the home of one of our drivers, I saw the IS Year Expert Driver Certificate on the wall right behind the TV set in the living room. I suspect the TV lamp was placed exactly so it would illuminate thecertificate The driver told me he expected to replace the IS year cer tificate with the 20 year certificate immedi- ateiy after our next Safe Driver Award dinner. When men take these things home with than and give them a place of such prom-, inence, you know that pride in accomplish ment and {wide in recognition are supported by an intentico to keep up the good effort. 1957 National Safely Congress The other powerful motivation is the urge to belong. This urge made its appearance among our drivers in an interesting maimer. As it was directly associated with the Safe Driver Award, it is a reaction which wilt be duplicated whenever management has the same positive esteem for the award. Our president had just bestowed the last award and after a sincere message of re turned the meeting to me for adjournment Before I had time to act, a driver stood up and asked for a few minutes. He stated that a number of them had been thinking about the fact that they had something of value in common -the Safe Driver Award, and that they felt that their combined know how and combined efforts would be of benefit not only to oar company but to the community as a whole. EVERYONE WANTS TO IELONG The enthusiastic response of the drivers present was matched by the enthusiasm of management and public officials presort. Plans were made for organisational meet* mgs and a new traffic safety group was bom--Safe Drivers of America. This is tbrir resolutioo: A. We, a group of Professional Cent* merrial Vehicle Drivers, rraiinr in California, who have proved that it is possible to drive sod) vehicles without accidents, observe that: 8, Whereas, our National Health and Safety depend upon the unrestricted and uninterrupted use of highway* in the transportation of goods and persons, and; C Whereas much of these goods and many of these persons never reach their intended destinations because of traffic accidents, and; D. Whereas these accidents take a toll of American life and wealth greater than that taken by war, and; . Whereas almost all of these acci dents result from the personal fail ure of one or more drivers, and; F. Whereas many of these failures stem from improper attitude; from lack of skill, or from ignorance, now therefore, a BE IT RESOLVED that, we shall create an organisation of drivers of proved skill and ability to drive de fensively and so to avoid traffic ac cidents. To that end we pledge ourselves: 1. To 'continue to set a good example. 2. To discourage unsafe acts by other motor ists. 3. To join with other Safe Drivers of America in the community for the prevention of automotive accidents. I believe the individual and group reac tions to the National Safety Cbuntii Safe Driver Award dearly illustrate what on be expected if we try to develop the position of the awa-J in our safety program. If we neglect the award, it is just another gadget. If we give it its proper pbee and make it a positive factor, it can be made to le our met important and effective tool. A, 12 THE POSITIVE APPROACH TO DRIVER PHYSICAL REQUIREMENTS PHYSICAL FACTORS by OR. KU9ENC P. OWIN president. Northwest Association of Occupational Physicians, Portland, Ore, Prevention of motor vehicle acctdmts is a wuversal concern, accidents in genera! representing the major public health problem in the nation. - The public should be conditioned to accept more stringent qualifications for driving vehicles, such as those now accepted for flying planes or carrying a gun. Finding poor drivers and removing them from the highways is a major need. In January 1956 the nation was shocked; headlines flared. A Santa Fc passenger train, on a curve, had left the track at 70 mpb. The tragic results were 30 dead and 117 severely injured. The Interstate Com merce Commission reported the engineer was 61 years old and in the opinion of the examining physician, had suffered an epilep tic seizure and wws not conscious of his ac tions at the time. la Johnstown, Pennsylvania is 1953, a. truck and trailer loaded with steel bars collided head-on with a passenger bus that was just discharging its passengers. The truck was on the wrong side of the highway. The findings were that the truck driver was a diabetic and in insulin shock at the of the accident. PHYSICAL HAZARDS These are just two of a of scrion* accidents that have ocoarcd in the transpor tation field ad have melted from a physi cal nwftiea aJfeetsag the driver. They have this bi cnaman: an individual was retied em to eaafeoi a moving vehicle, bet be came of a physical condition be was ren dered mafic for the task, tins the vehicle. weighing mmv urns, was released from comciena wuuU and of coarse was capable of great destruction. I am in an way eririoxiag the mhntry. I know the progressist steps that have been made in accident prevention. At Consoli dated Freightways in 1941, the accident rate was 1.49 per 100,000 miles; in 1956 it was -31 per \00,000 miles. This has meant sav ing in life, a saving of many painful hours of suffering, also many dollars. In 1948 the cost at this company was one cent per mile and in 1956 it had dropped to .03 cent per mile. I also realize that companies have devoted a greater part of their research to develop mechanical safety devices. By that I mean the sue of wheels, the skidabilitr of tires, and the braking surface of the brake-drums. All of these, of course, have been great accident reducing factors. But quoting Ern est Cox of the Interstate Commerce Com mission: "la truck aceukats during the past year only about 14 per cent were due to mechan ical failures and about 86 per cent to human failures.** NO SUgSTITUTC FOR DRIVERS Our economy is geared to trucks. They axe our fife blood. They move over con gested roads at high rates of speed, carrytag 2QJJOO to 4QJXB pounds of cargo day and night, m all kinds of weather. The operation of these vehicles requires a more alert and physically qualified man bade of the wheel than in any other type of trans portation. T,,e railroad has a dead-tpan switch, and Is operating upon a restricted right-of-way. Tbe airplane pilot has dual control* with a co-pSot. Bat the truck driver is alone; all by himself. He coast then be m top physical emxStiao at aO times. In addition be has a great wrcuujmic vainc to his employer. The cost of selecting and training of a driver is wrimuJ at S4.92S.00 at Consolidated Freightways. 13 mm*\wt9& Natirnui i^my C MM a certificate should never be issued W an Mifiridoal with a history of a previ* L There mm It m tm ok Mm, 7haar are many other types of host tmmStkmm that are dangerous because they Z So amt mmem, mm** m Mh* tioatS teat mm mm&momrn md limit, * y K torn U immt. mmmmmrn mi tm *41 CMe a sudden loss of consciousness; he if m adequate physical examination is Mag, they most certainly would be recog* wtaad for their danger. foot* kg. inn Mad me m me ITVAJtf HIGH BLOOD PRESSURE Wiinan)Mow ' Another vascular condition is high blood 4. There m It * rims* acuity of ax Scaae 2Q/4D (Swfls) h each ere. other withoa gbna or conned with |hwt * Ac form fietd of vision m a horizontal merkfiaa shall be ooc less than a total of 140 decrees; there shall be aa ability to distin guish rod. green and ydlow color*. 5. The hearing shall not be less than 10*20 in the better car without hear, tag aid. preansre which may precipitate a stroke. Prior to the time a stroke occurs there have been many small hemorrhages ia the brain. This Has been demonstrated at au topsy, when many scars have been found in the brain tissue, f am wondering if some of the accidents reported in which a driver states that he blacked out could not have been due to one of these tiny hemorrhages that caused a momentary toss of conscious ness, which, in turn, has been due to high blood pressure. 6. There shall be no addiction to the use of narcotics or habit forming dregs, or the excessive use of aleehoik beverages. Dr. Payne is to the visual factors and Dr. Turret the emotional or psychology* cal factors. 1 will concentrate on the reg ulation : no mental, nervous, organic or functional *?** that nay affect safe driv ing. These are the physical factors affecting safe driving, DANGEROUS PHySICAL. CONDITIONS We realize that (reck driving is a seden tary job and that obesity is truck drivers is perhaps higher than m other types of workers. Obesity oftoa is accompained by an increase in blood pressure. This, then frequently leads to premature disability of the driver. Now, believe it or not, the Interstate Commerce Commission regulations concern ing Mood pressure states merely "An la* dividual haring a blood pressure over 150mm of mercury, systolic; shall have a urine test." Another large group of diseases that are Mow what arc some of these? One of potentially dangerous are neurological can- the most vital is vascular and by vascular dltions. Our Interest in this group Is be i mean heart or circulatory diyea*y, Pan cause these conditions may produce ab or should a man be issued a certificate to normal muscular reaction. drive who has had a heart attack or a coronary occlusion? These are often im mediately fatal and if not, the occurrence of the next occlusion cannot be predicted. The United States Aar Force, eocnmerciai and passenger airlines ground permanently all pilots who have had an occlusion. At the Consolidated Freightwayt there has never been aa accident due to a coronary occlusion. There have been some heart attacks but fortunately the driver realized he was ill and had pulled off the highway before death occurred. The margin of safety, however, far too close and ia my About two months ago a driver, four miles from his terminal, and just at the beginning of his run, crashed into a bridge abutment Apparently there were no known tames of the accident The driver could not explain what had happened. However. clcctrocBcephalographic tracings showed an abnormal treeing consistent with epilepsy. Therefore, it is most likely this driver must have bees having as epileptic seizure at the time of the accident The sclerosing diseases affecting the brain and spinal cord are almost uniformly disabling. Some of these are; Lou Gehrig's disease; multiple sclerosis arid Parkinson's 14 Matpr Trimsporiation Industry --laser be was recertified to drive. sod should be mm* MMwad m Ooe night on the highway between Portland and Spoloa^ Washington, his rig was seen wearing from one ride of the highway to hfindaraa mi nsddaa 1mo l anyone wick mm ei dm not be tawed a earedfaaat the other. A driver supervisor who fortun ately happened to be following him was able to stop tbe rig The driver was in a partial coma. The non*. seek aa iitiai and its disturbances. coma was due to complete debility from the Ib Me kkewt Fm)lnou accident the lack of proper digestive function and the ' tatting of smuIb by a dbbetie precipitated a assimilation of food. Of course this driver loss of conaeiouaacaa. But a dbbetic with is now on another type of job, but It does out insofia b ape to have major problems. illustrate that more thorough and detailed Diabetics soon lot* depth perception and study should be given to these men prior * will go into a ant if their diabetic is not to tbe time a certificate is issued. controlled. AMPUTEES--4A0 RISK , i As Dr. lldvia Newquist medical director, Texas Company, is a recent article concern ing driven, aid; "At first it would seem desirable for the physldan to individualize each case of the diabetic driver; this how ever, is not advisable inasmuch as the phystdan, Me diabetic, or the employer, doe* not always have control of conditions which would safeguard the diabetic driver against cither drowsiness or coma, or insulin shock. Long hours, irregular meals, emergencies, or With relation to amputations, there should be no necessity to discuss these conditions as it is evident that one with an amputated extranlty should not be issued a driver's certificate: At a meeting in Portland, Ore gon of an amputation clinic a rehabilitated amputee; his leg having been removed af the hip, was on his first job since his injury, and to my amazement his job was to "drive a tea-ton truck.** This had been arranged far him by Me rehabilitation deportment of breakdowns, wherein food or insulin may not be obtained, are some of the complicate the State Industrial Accident Commission, i ing factors beyond control of the certifying physician.** The best example of the loss of function of an extremity or a portion thereof is the end result of poliomyelitis. Many of these DANGEROUS DRUG EFFECTS persons have a real impairment and to most Another group of conditions that should cases should not be allowed to drive: be discussed are those due to drugs. The la aa attempt to track down the causes , sleep-resisting drugs called amphetamines of driver accidents we at the Consolidated are by far the most dangerous. They have a Freightways have compiled the results of twofold use; that of keeping one awake the last 15$ accidents; 27 per cent of these and to dull the appetite. Tbdr use by accidents were caused by the less-thaa-five- truck drivers is common. These drugs often year driver. The larger percentage of acci produce hallucination. visions of on-coming dents in all ages occurred la the first four vehicles, animals in the road, strange objects hours of driving; regardless of tbe time of or peculiar twists ia the highway, Acaderts day or of traffic hazards. We are la the from the use of these drugs are assuming process now of reviewing the medical, his serious proportion!. tories of these drivers, and ooe of the TraoqmUcing drugs! Two hundred mfl- salient facts worth mentioning is a possible Hoa dollars worth were sold during the relationship to, diet. * last year. They are sleep producers. The I am sure that this type of careful scru sheriff of Imperial County, California, cited tiny of accidents by tbe Medical Department the face that seven fatal accidents during has been a primary factor ia savings .07 , 1956 cootd be traced to these two types of cent per mile at Consolidated Freightways. drugs. Here are some positive approaches you Other physiological conditions are malig nancies. anemias; sad the leukemias. A case in point: Driver C had bad tnoee of his stonach iquoted because of cancer. Six should take to see that drivers arc in tbe beet physical condition at all times and that tbe physical factors affecting safe driving are safeguarded. A IS IPS/ Xattonal Safety Congress ORGANIZE MEDICAL PROGRAM Adequate examination disclosed no disease. Some medial program should be started A few days later he rolled a trade and by your company. Many companies are now trailer on a curve. At the aeddent hearing Urge reoogh to have full time medial he maintained he had blanked out. The directors, hading a medial section. Through, real cause of this human failure was a this department pre-employment physical psychotic wife, who threatened to (till her- examinations should be evaluated to deter mine whether the 'drivers are meeting ade quate standards for nfc driving. Re-examination records should be kept and evahated over the years, as we now helf and thdr baby. The answer in this case was simple, aad we placed the wife tinder psychiatric ore. Happily the matter was straightened oat and be is now an adequate driver. know that many drivers an getting into The Interstate Commerce Coraraisrion re the upper-age level in which ik|uitulit quires that s driver shall be examined once processes may rapidly develop. These re every 36 months, bat many conditions may examination* should be thoroughly scanned develop the day foOowtog an examination. for disease trends and corrective matures instituted. SYCAMINE DRIVERS Again quoting Ernest Cox, "No one would 9 I suggest that aB driven should be re inspect a veludc for the sole purpose of examined after any tOoees requiring ten determining whether or not H was road worthy and upon the first unfavorable find ing, jack the entire rig. Rather, such an inspection is expected to detect unusual wear, defects, and codes m their early days away front duty, or following any major accident. The results of this ex amination should be kept in his medical file, not the petmmid file, by your medial sec tion, and from these files adequate statistical stages, so that corrective measures may be information can be developed of the refct- taken.'* ttoRship of disease to accidents. Just recently the safety director of a major motor carrier of the mid-west pre sented himself for examination to II local physicians who were retained by his com pany for driver examinations. He was sadly disappointed by the results of five of his exazmxxabotu. As he said: Tutlnhrty won the physicians uniformed as to I.GC. regulations and were not aware of their vital importance in this commercial field.** A medical department should assist in the selection and education of physicians doing The Industrial Medal Association and the Industrial Council of the American Medical Association have an active commit tee now at work on driver requirements and it has been surprising how little information has been obtained from companies concern ing the effects of disease and accidents, Thdr report will be released in the near future. The I.C.C. Is attempting to enforce Sts driver regulations but became companies these examinations. have failed to evaluate aeddent records m DOCTOR ON BOARDS On every aeddent board there should be a well-trained physician, and a thorough tudy should be made of the driver who has had the accident to determine the possi bility of human failure. A case tn illustra tion. .About two yean ago one of our drivers applied for a transfer from Port the light of human failure, they have little or no basis upon which to suggest that ad ditional recommendations be included in their driver requirements. Until physicians have more detailed posi tive regulations, in which disqualifying de fects and diseases are listed, die Commis sion's regulations will be subject to individual land, and he was assigned to a run out of interpretations, and because of these interpre Chicago. In two mouths he was back on tations, we are very likely to have drivers the coast, and presented himself at my oa our highways with physical impamnoits office complaining of severe stomach distress. that are apt to ause accidents.4k. 16 VISUAL FACTORS V DIL BRITTAIN F. PAYNE clinical professor of Ophthalmology, New Xofk University Post-Graduate Medical School, New York City Poor eyesight any be tbe basic came of the awful carnage from automobile aoridoits occurling every day m our country. Par too many automobile driven with de fective virion are curingcring the fives of others aad themsehres oo the roads at the present time Many drivers sec well enough, bat they faU to use judgement or act a accordance with what they perceive: This is a psycho-physical problem and not related to eyesight. It matters not. whether ooe is an ex perienced comacreia] driver tn a deluxe bus or aa oid-iodtvfcfcalist farmer with a model *T** or, visual requirements should be definite and fixed. At present, there is a tredocy to require better vision a com mercial drivers. Tbe day wit! come when driver requirements win be tbe same for die nxSvkhad as for the commercial drivers. The people win demand this equalization to spare the tries of their families and them selves It is just as important for the avenge driver to have good vision as the special operator of highly specialized ma chines. CONGRESS BILL Automobile fatalities have created such a problem that Senate Majority leader, Lyndon Johnsoa of Texas, introduced a bill in Congress to investigate and report oo acc essary measures for correction. Tbe bin, S.129% which would establish aa Auto mobile aad Highway Safety Division within the Department of Health, Education, and Welfare is as follows: "(1) collect from public aad private sound information on the causes of auto mobile acridaits aad possible preventative measures to eliminate such accidents and to reduce the seriousness of injuria aused by such aeddents (including tbe design of automobiles and highways) and sup port and aid research to determine such information. (2) evaluate aad disseminate such in formation a such manner as may best promote safety on the highways and the reduction of the automobile aeddent death toll: and (3) prepare and establish, oo' the basts of such information and ia cooperation with other Federal agenda, with state and local governments, and with Indus trie* involved, programs to promote safety on the highways and to reduce the auto mobile aeddent death toll/* Thi? r-efture was referred to the Com mittee on Labor and Public Welfare; with out action being taken. Such an investiga tion would tmdoubtedly call for a visual evaluation of operators of motor vehicles. Perhaps some correlation of virion and aeddents could be determined. At the pre sent time, there are no adequate figures but Dr. DuPont Guerry III, a media! authority, has stated that between three and five per cent of the aeddents are caused by faulty vision. He further reports that visual acuity requirements range from 20/70 to to/30 in 46 sates and no tests are required in two states. My thoughts oo the importance of vision in driving were stated most ably by Ur. S. E. Nelson, Supt of Safety, Burlington Track Lines, Galesburg, M., in his excellent argument "Against Road Patrolling" at the 44th Annual Safety Congress, October 1936, tn Chicago. His statemot in the 1952 Transactions, VoL 18, p. 12 were as follows: PORTABLE CLINIC TESTS VISION "We are currently engaged in a program of testing driven in our fleet oo a portable clinic, which tests color vision, visual acuity, depth perception, field of vision and reac tion time: During the first week of this testing we found a driver who had not had a physical since July H, 1955, and, there fore; was not dun for another one under l.CC. rules until July of I95S. This man's eyes had failed during the past few to the extent that he conld not see well enough to drive safely. When we coo- 17 2957 Notional Safety Congress fronted him with the results of oor tests, he readily admitted that he could not get around to spading the amount of money required for a pair of glasses. He agreed to have his eyes tested by a doctor and re ceived a new pair of glasses. Today that maA is a safe and happier employee, and no doubt is probably grateful for the testing job that we did. I_ might add that we could have followed this man on the highway for miles and probably wouldn't have the faintest idea that his vision was poor. Yet. he could have been involved in an accident because of his fail ure to see a hazard or danger. My point is this: The money spent in testing this man was a better investment than the an* amount of money spent to buy an observa tion report of his activities/* Mr. Nelson's experience with this employee is fairly common with those of us who examine eyes day after day. Unfortunately, the vision of some opera tors cannot be improved by glasses alone Recently, a trusted personal chauffeur of an official of a great corporation was sent to me for relief of failing eyesight. The examination showed beginning blindness from extensive retinal hemorrhages. Farther tests showed that he had unsuspected diabetes mellitus and his sight was so affected that it could not be restored. The employer had not insisted on a pre-employment examina tion of his personal driver, when his com pany insisted on annual medical examina tions of all employees, including the official himself. RECOMMENDS 20/30 VISION The ability to see a recognised as the most important factor in driving an auto mobile of any type. Responsible bus line and tracking firms insist on strict visual requirements. Dr. Hedwrig Kuhn, a recog nized authority on vision in industry said that some firms follow Air Force regula tions for pilots closely when selecting driv ing personnel for commerdaJ purposes. Such requirements exceed those suggested by the XIII International Congress of Ophthal mology and the recommendation made at a meeting sponsored by the American Metfical Association at New York University Med ical College, May 23, 1956. Although Z participated in this meeting with Doctors Kuhn, Berens and others and was in agreement with the suggested recom mendation of correctable vision in each eye of 20/30; (if glasses required for 20/30 they should be unbreakable or an extra pair should be available) it is my feeling aow that better correctable vision of 20/29 for each eye should be required. Jfnst what disposition is to be made of vision in rela tion to motion and moving objects win have to be evaluated in the laboratory and on the highways themselves. The above ts concerned with virion for distance. The ability to shift the focus from the road to the instrument panel is the ef fort of accommodation. It is taicen for granted that human engineering has taken care of the visibility of the instrument panel. Older farsighted operators frequently used weak bifocal lenses to see the speedometer, oil gauge, and other instruments. Although, not continuously required for drivers li censes, it should be noted an employment and reexaminations. Some embarrassment might' follow if the driver could not see the indicator for "engine heating.** Eye glasses might help the lack of accommodation. DOUILE VISION DANGEROUS "Seeing double" or diplopia is a serious condition which may cause an automobile crash, head-on collision and side-swiping. Double vision indicates lade of muscular coordination, either from fatigue, injury or disease, and should disqualify a person from any type of driving. A test for double vision should be included In the examination. A satisfactory ten for depth perception, or the ability to locate still and moving ob jects in space, in daylight and partial dark ness should he devised and used. It might be well to investigate road hypnosis and the effect of twifight on this faculty or vice versa. Misjudging distance in passing may be the direct result of poor depth percep tion. A test for stereoscopic vision will give some information at least. Color vision or the ability to recognize colored traffic fights, is dazzling sun. fog and at night is --min ry. At least one out of every 19 males and one out of 1,000 females have some deficiency in color ap preciation. A simple tantero-type test for red. yellow and green would be ntlsfactory for practical testing. My own experience with 2S par cent color deficiency while driv ing into the s-- makes it almost impossible IS Motor Transportation Industry to tefi when the lights turn green. A heavy fog confuses my color appreciation qmte seriously. Therefore, total "colorblindness,** whether congenital or acquired from tobacco and alcohol or ditease, should be a dis qualifying factor. Dark adaptation and recovery of ririoo from glazing fi--itlTgtif an Imports-- fac tors m afe driving. The tests an rather cceapGeated. but give considerable informa tion of value. Ingestion of vitamin A wifi help dark adaptation which tends fin (fan* ith with age sad is ddMtily lowend by alcohol, tubacoo, and carbon nawnh REQUIRE m DfiGRB SlOfi VISION Peripheral mk* -- side virion as s occcsnsy faculty h safe ilitiing Sack dbcaaes as fifTinMtiun or separation eg eyeball, warring and hemorrhages aril eawe serious boas of side virion. If the driver is pregrewing through ft narrow mend of vision, it ts inponiklt to me many objects overtaking him or approaching from richer ride. A crash may rtsalf ben--1 ti* af fected driver nay not see the object in time. The normal field of vinos for the two eyes in the horizontal plane is at feast !|0 degrees Bid tesa thorn 140 degrees should disqualify for driving. When the eyes an tested separately the horizontal extent of the field should not be less than 70 degrees and if any meridian shows contraction So 20 degrees the applicant should be disquali fied. He should be limited to daylight driv ing because be is actually driving through a narrow tomd of sight. Dr. Harold Brandaleooe; Medical Direc tor of tiie Third Avenue Transit System and the United Fared Service of New York Gty, uses a profile dassifiotion sys tem similar to that of the United States Air Force. Class J represents tba highest and class 4 the lowest division in this evalua tion. The use of narcotics; sedatives, anti histamines, dexedrise and other stimulants in excess as well as chronic tn* of alcohol will place the applicant in the fourth group. The visual standards are similar to the above discussion. The icommendations of the Committee oa Visual Standards from the meeting on Medical Aspects of Motor Vehicle Accident Prevention at the New York Umverrity- Bdtevuc Medkal Center 23 May 1956 arc worthwhile. Although minimal ts many as pects, adoption of these recommendations nay save many fives on our highways. They are as follows: "We recommend that the usual three mans categories of public transporta tion. interstate commerce; and private car* operators be changed so aa to combine public transportation and mter- stato coOT-iercc personnel into one group. *t The foOowmg are our rcenmmaintstlon for the nahaal visnal standards for the fins group (pobBc transportation aid aw natal operators): A. A cuerouble visual acuity to 20/30 Tneflru in each eye. If corrective glasses are required for visual acuity of 20/30; unbreakable gbsatu or aa extra paw of glasses should be mends- toey. B. Form fields of 70 dsgrecs in the taiaaitl meridian with neb eye aud io degrees ta the horizontal meridian wkh lubeju. C No requirements for odor virion knficated. However, it is recommended that the shape, sue, position. and color of traffic fights be standardized. D No requirement for stercopsis (depth perception) indicated or recommended. E. No test for light sense recommended bat the presence of night blindness sheald be excluded by direct question. F. Mandatory yearly examinations under the supervision of a qualified eye ex- fOR NONCOMMERCIAL DRIVERS ft. The foaming are recomnended as the requirements for private car opera tors: ' A. A correctable visual acuity to 20/40 Snellen an one (the better) eye. B. Form field of 70 degrees in the horizontal meridian in each eye or M0 degrees m the horizontal meridian In one eye. C. Re-examination of eyes every three yean. i III. The following recouunradations are considered pertinent to the board role of vision in safe motor vehicle operation: A. There Is need for greater rvcogm- 19 1957 fictional Safety Congress tioa and correction of present inequali ties in related state laws. B. Further consideration most be given to such mechanical factors as the fol lowing: 1. Vehicle design (windshield bars, wipers, blipd spots, etc.). 2. Lowered visibility in use of tinted windshield and/or use of tinted glasses (or night driving. 3. Reflections inside the car (chrome, etc.). 4. Rear window and mirrors. 3. Visibility of moving objects on road or roadside. C Consideration should be given to the advisability of requiring parties in volved in a serious accident to imdergo more extensive medical (including vis ual) and mental examinations under duly qualified examiners to evaluate their fitness to continue to drive. D. No specific recommendations are made at the present time in regard to color vision, stereopsis, and light-sense because of the lade of uniformly ac ceptable tests. E. Consideration should be given to further research concerning the relation between the causes of accidents and depth perception (stereoscopic vision), muscle balance; and particularly visual and mental reaction time. F. It is recommended that every com missioner of motor vehicles have avail able qualified eye consultants for con sideration of all visual problems, in cluding limited license and hardship eases. G. It is recommended that the licenses of all individuals receiving aid for the blind be revoked. ' Great emphasis most be placed on further evaluation of total environmental factors in accidents and on scientific determination of the perception and proficiency of drivers." IXjr personal feeling is that far too many automobile drivers with defective vision, are endangering the fives of others and (hemsdres oa the roads and highways today. Persons with one eye or defective vision in one eye should be given limited driving licenses. Drivers with poor color appreciation should be examined carefully and if they are unable to distinguish red and green tights their licenses should be limited to daylight driving only. If the fields of vision are dhnuusbed to less than 20 degrees in any meridian, the applicant should be limited to dayDght driving. Applicants with poor depth perception, the inability to locate objects in space, should receive special attention and perhaps be disqualified for night driving.-^ EMOTIONAL FACTORS by DR. EUGENI S. TURRELL director. Psychiatric Dfv., Denver General Hospital, Denver, Goto. Injuries and deaths due to accidents con stitute one of the major health problems of this country. As in the case of any health hazard, a knowledge of etiology is of para mount importance in developing adequate preventive and treatment measures. The --* of investigating a phenomenon as inherently complex and as multi-deter mined as motor vehide accidents demands a many-sided approach. Among the types of accident research currently tn progress, they are: a> 1. Studies of factors of automotive de sign and safety features 2. Investigations of the relation of high, way design and traffic characteristics to accident frequency 3. Research oa safety regulations and taw enforcement 4. Studies of the relation of physical health and physiological functioning to accident susceptibility Added to these, are studies of emotional factors in relation to accident frequency and Kotor Transportation Industry investigation of the effects of psychotherapy on driver behavior. Though this paper will focus on cmoboaal factors, it must be em phasized that these Influences operate within the previously noted framework of multiple causality. EMOTIONAL CAUSES OF ACCIDENTS Interest a emotional factors is accidents gained its impetus when Uifix, in 1924; proved statistically that the person who has one accident is more likely to have another than the person who never had one. Zo 1934, Alexander Adler suggested that as unknown factor in human personality was rrT**--Mr for repetition of injuries is these persuns prone to accidents. Additional work of Dunbar. Memunger, Tilman, IfcFarland, and others further demonstrated this relationship between per sonality factors and accidents. However, what might be considered a single influence in causality, turns out to have multiple facets, in other words, there is not a single, isolated emotional influence related to acci dents but rather a multiple of interrelated emotional factors---thus further complicating our already complex system of multiple causality. Perhaps I eoold Illustrate this by brief case histories: # One young man in his early twmties had five accidents during a three-year period. During this time, his father had been HI and our patient had to do all of father's work around the farm. The patient had reseated this; and the five accidents had all occurred while driving the father's car, with damage only to the car. # Another patient bad an accident, when he ignored a stop sign and a trade ran into the right side of his car. His wife was sitting on the right side holding their baby. Fortunately, no one was injured. However, a careful history revealed that this accident had occurred following an argument between the patient and his wife--oa argument which the patient felt that he had Jest. # Another patient had six accidents in a two-year period. In all of these, the patient had been nn into and complamed that he was not at fault He made it appear as though be had been vkthnixeft in each cir cumstance and was thus able to seek sym pathy in his role as the victim. However, the number of accidents of this nature would indicate that he bad had something to do with setting the stage. Further evaluation revealed underlying suicidal drives. Though the settings were superficially dif ferent in each of these cases, each involved hostile and aggressive impulses. The differ ence appears in the handling of these im pulses. In other cases, sexual impulses or gtiOt reactions to sexual impulses may be involved. Uenmnger, in his book "Han Against Himself," classifies the accident motives as follows: 1. As a means of atonement of guilt t As s permission few further tndulgence 1 As a result of rage But this leads us a little nearer the solu tion of the accident problem, since much of human behavior Is motivated by sexual and aggressive impulses. ACCIDENTS REVEAL HOSTILITY During our studies at the University of Colorado; we had the bnpresston that a measure of hostile, angry feelings would give some indication of accident suscepti bility. Such feelings generally arise from frustration of normal aggressive drives and, psychodynamically, are found to stem from early frustrations. We used the Rorschach test as an indicator of these impulses, or derivatives of impulses, and intensively studied a group of accident and oou-aedtient subjects. These tests were then interpreted by skilled psychologists who did not know into whkh group each of the subjects belonged. The subjects were divided into two groups on the basis of the degree of exhibition of such impulses, with the startling result that each group was composed of half accident and half non-accident subjects. We could not have come closer to a chance phenom enon had we tried. handling aggression On the basis of this study, we concluded that accident potential is not related to the degree to which individuals have such im pulses, bet rather to the methods by which they handle or cope with these impulses. Incomplete results on further analysis of our data roEttiimrs to support this conclusion. The question then becomes: having experi- , 21 1957 National Sofoty Congrats meed such feelings or impulses, how dote Dunbar's studies give some efaet concerning the individual control his behavior? features of die aodal adaptation wfckh This view agrees with other findings of might be utilised and compared with acci oar study---that accident and ncc^acddent dent records of the drivers drivers are best differentiated by a partien A history of ******** with euthutily and ter test, the AUport-Verson scale of values. This is a test tHtkh rates individuals as to how well they agree or disagree with different value system*. Those dealing with aesthetic theoretical, and religious proved highly discriminatory oa both the original and cross validation samples in oar study. The remaining scales (economic, political and social) did not. The nc-cadent subjects were more ori ented toward religious values and less toward aesthetic and theoretical values the high accident subjects. The man scores of a middle aeddat group fell ia a **nAA\- range between the high and non-aeddest subjects. ` DRIVING REFLECTS LIVING Such a diffcrrwriitira weald further indi cate the importance of controls over im delinquent or psjycbopathlc behavior, opedally if these behavior patterns have may be good indicators of acridetf sus ceptibility. It should be uaiilii li ail however, that the use of sods indicators should be approached as research studies, since the validity of these observations requires far ther confirmation. In the practical problem of selection of commercial driven, there is an additional complicating factor--the motivation for this particular type of eesploymed. The mo tivation should aim be evaluated to deter mine wbelhei or nee this contributes to or subtracts from the personality features asso ciated with accident susceptibility. At this point, I should Eke to digress for a moment and &cia die rebtiooship of psychoses and neuroses to accident suscepti bility. I have never sees any valid studies pulses, since vahc systems are probably a which would indicate flat neurotic or psy reflection of behavior m response to varying chotic patients arc more prone to accidents impulses. These fading are ha agreement than other groups. with TUman's studies and his daarie state ment that "a mu drives as be lives.* . Disbar ha her studies of accident proneaess also emphasises the behavioral --pK In addition, my own efimeal experience would indicate that paticats with certain types of illnesses, who come to dm attention ot psychiatrists, nay have tea* than average of the accident subjects. She describes the susceptibility to accidents. Therefore, I acddat-susceptible person as a decisive, would caution against considering a person psuedo-impuUive person with unresolved accident prone because of manifest psychi conflicts with authority; and "lf-- the in atric symptomatology. teresting observation that accident prone ness seems to occur when delinquent be INTELLIGENCE INFLUB4CE5 havior is no longer a successful mechanism The level of intelligence is another factor for handling such conflicts. frequently implicated ia accident behavior. Each of these studies would indicate, >!#, that social adaptation and value systems of the individual will give some dues about his safety as a driver. If these 6dl"gt are valid, we are then confronted with the question: What components of social adap tation and of value systems will best dis Though I do not have specific references, there are indications that, in routine jobs of driving highly intelligent individuals have more accidents. It has been implied that the discrepancy between mtcUectual capabili ties and the demands of the job leads to boredom which in nan leads to accidents. criminate between the scritfanf susceptible However, it is equally valid to assume that and the non-accident driver? such accidents are the result of frustrated Our findings with the Aflpoxt-Vernco scale of values need to be validated on a larger sample and it is hoped mmiMi. rial firms might use this test and compare ambitions, which could reasonably have beat achieved, lad such highly inteSfigent bfividtnis bees able to properly charocliw their aggressive drives. die results with the accident records of tbdr It seems reasonable to imiiiu that, at the drivers. In addition, both Tillman's and other end of die scale, low fatdBfence would a Motor Transportation Industry tainfere with ability to master the com plexities of driving and would therefore be associated with increased frequency of acodesm. This Is undoubtedly a factor at acme level of intellectual deficiency but further data is needed to determine the level at which this becomes a factor. To this point, our discussion may have led to the impression that personality prob lems are static and are amenable to single analysis from which we can predict driving behavior. This may be the case m a pail] (roup of frequent repeaters, but it Is far from the fact in the majority of individuals who have accidents. As in the case of the young man who had five accidents with his lather's car. he ceased to have accidents when his father got well and be, the subject of our study, was no longer required to carry on all of father's duties. CAN PREDICT POTENTIALS Probably most accidents arc experienced by individuals during periods of stxtss with icddeit susceptibility subsiding as the stress is alleviated. However, basic value systems and behavioral mechanisms for handling such conflicts may be subjected to evalua tion : thus indicating the potentiality of accidents if the individual does m--* par ticular stressful situations. Now, assume for a moment that we ootid be completely successful la the selection of driven who would not have soddents. Dimbar reports on one commercial firm who transferred susceptible aoddent drivers to other jobs within the company, only to find that they continued their accident be havior by having other types of industrial accident*. If all industries could select accident-free personnel, manpower resources would not be adequate from which to choose. Therefore, hi addition to evaluation procedures, we will seed to develop preventive measures to help certain individuals overcome their accident susceptibility. We need further research in education, counseling incentives, and psycho therapy as useful measures m the field of aeddent prevention. Hap suscfiprm* 'workers It might also be of value to explore the possibility of substitute aggressions. The noted physiologist. Dr. Walter B. Cannon, pointed out that the physiological mecha nisms for our aggressive behavior stem from the time that man lived a more primi tive existence and needed such defenses. Though modern society does not require such primitive aggressions, the mechanisms still exist and still react. Dr. Cannon proposed a program of sub stitutes, such as competitive sports, as a means of discharge of these aggressions. X recognize that many industries have pro grams of sports and recreation but do not know that such programs involve a large percentage of employees, nor that the effects of such programs upon accident rates have been evaluated. I shook! like to emphasise the need for additional research regarding factors ia causality as well as in prevention of acci dents. Uucfc of this can be dona with properly controlled studies in the field of commercial driving and I would encourage the increased development of such programs of investigation. 23 PANEL FORUM ON POSITIVE DRIVER TESTING by A. E. NICHOLS safety dnsctor, ComoRdsted Freifihtwsys, tae* fatUnd, Om* Medical Paul: OR. EUGENE P. OWEN. DJL BRITTAIN P. PAYNE. DR. EUGENE S. TURRET I, Group lutervinaers: DR. HAROLD BRANDALEDNE, awScal torector. United Parcel Service: aaiiaat rfiniril professor oI afidan Nor York Vdwiety, College of IfaSdae, Nor York city; E. G. COX dad, section of Motor Carrier Safety, Bureau oi Motors Carners, Interstate Commerce ''n--nimine Watomgxut. D. C; J. P. HIGH TOWER, fcaflcr, tnagarorioB and nfor. The Gnykoat earn- Ctfc^ UL Nichols: Suniiif wsto toe knemexn at my left- Mr. Gas. do ycm fane qsa* tioo? Car.* Dr. Payne, you advanced toe theory that far too many antemobOe driwn ere driving with defective vinos aad are ne- dangering tbor fives as wefi as Ac fives of other users of the road. Do yen know this to he so or do yes aoas it? Payne: I assume it. Cor: Hoe are we ever going to approach the problem if we are going to have to rest at this point without ever tanning down a positive finding in the siftwtins and is such as eventuality pooiUe is yenr judgment? Payne: Yes. I think It'* posdhlr. A9 yon have to do is to refer to the eye eaarin* ties record. If these rcqmrancats are stated and duly recorded they say he as sociated with the accident; ff a driver should see double; as be might through the curved windshield or if his visits fas such that his eyes do not focus properly and he sees doable it is reasonable to assume that that accidaat was by trouble with his vision. Frankly, I do not know, it's up to the safety engineers to figure out how they would --** this visual difficulty with the accident Things happen so rapidly, with the --"pNirif on speed and power that yoo hardly have time to associate one cause with but it is only reasonable to amect dag some aeddmts do occur from blacfmeg* or from poor vision. Brando!erne: Mr. nnirm^ I would film to explain that the problem of motor vehi cle accidents requires an educational pro- 24 far the public but for ` medial committees tow physician shout Ir in motor vehicle acdThere is a committee on aer vehirii driven of the Aseodaticn and a comof motor vehi- f toe American of Congress vehicle sed an working al1 medical criteria to toe physician and " * i (his problem. ta detenraning a license to drive, . . sas can supervise toe drivers under bis jttrisdtctian and ohserve and study toon. The Committee of toe Industrial Mwfcal Anodidoo is trying to collect <faea. through questionsains cw toe rebekatosp of various physi cal or nrgsnk: tfismscs imoriatcd with accidents. As soon as toss data a collected the ranks wifi he pnMnfaed. The Aankan Medfinf Atuxafioe Gonmdcier is working on a booklet that wifi be seat to fbyiitoni who wifi amice ` ' ' * ` This cooother books, toe for Seaming and aril be available to alt police md aeaar vehicle Tiftnsmg bureaus. The ether wifi be arritttn for doctors to arnbt toon fan derkfing who is capable of driv Mater Transportation Industry ing. This is a tremendous project and requires * great deal of time. The Interstate Commerce Commission requires assistance in establishing further criteria. At the present time their criteria are general. Their present standards state that if a person is not qualified to drive, be shouldn't But they do not state spe cifically what that means, ft Is felt that more specific standards should be required. Three papers give specific criteria for motor vehicle driven. One paper is called The Physical Standards for Vehicle Operators'* it was published hi Industrial Medicine ' end Surgery, in Jamary, 1956. Another paper "Recoflunesdatioas for Medial Standards for Motor Vehicle Drivers'* was published in industrial Medi cine and Surgery in January, 1957, by the Gommittae of toe Industrial Medical Association. The third paper presents results of the symposium at New York University called The Medical Aspects of Motor Vehicle Safety** which was published in the Mete York State Journal of Medicine, December, 1956. Basically, everyone agrees tost rigid rules axe necessary to stop the tremendous loss of life that ocean oa toe highway. At toe present time the rules are not rigid enough. The Industrial Medical Assodstioe Committee it studying the re sults of a questionnaire to determine m industry the relationship between coronary occlusion aad accidents. H/PfUTtHSION HAZARDS Someone asked about hypertension. At what level is it dangerous to drive? This depends on individual evaluation--aad toe answer depends on the complications of hypertension and toe condition of toe heart aad blood vessels. I would dis qualify a driver for hypertension when it reached somewhere between 180 and 190 systolic and 100 diastolic. Some doc tors may lave different ideas. They may be more lenient or more rigid. Dr. Owen mentioned something about drivers being obese and having more coronary disease. Recently l had the privilege of spending two days with Dr. Leslie Norman Is New York. He is the *--** director of toe London Trans port. Ha las 401000 drivers under his jurisdiction. He studied bus drivers and found that there was a much higher per centage of drivers as compared to con ductors who were overweight and had coronary disease Z believe we are all aware of the im portance of neurological problems. Per sons with convulsive disorders should not be allowed to drive. We will allow a driver is our company to drive if be has diabetes' but does not take insulin, provided he cheeks with us frequently. However, there is always a possibility that he may be taking inwiHn without our knowledge. If the person is taking insulin we do not want him to drive under any circumstances. There is a new drug in the trcatsMAt of diabetes; orinase, a tablet, which is taken by mouth. Tins drug is effective is mild older di abetics. Persons taking orinase do not develop the same type of hypoglycemia that occurs with insufia. Recently in a dlscpsrino with a physician from the Joslur Clinic in Boston, I learned of a case where after two days of orinase media tion the patient went into a coma aad died. So you see, even with orinase, un consciousness occurs is some patients. The effect of drugs os driving Is an other important problem for dinaustoo. Everyone must remember that toe drugs sold at the drug stores for the common cold contain antihistamines. There is noth ing that makes some people sleepier than antihistamines. There is no question that the amphetamines are stimulating and will keep people awake. Many people ex pect these drugs to work in spite of over whelming fatigue and when they don't an acridcrt occurs. Tranquilizers are wonderful drugs but I think that everyone should try them out before they drive. Some people become very sleepy softer taking some tranquil izers. Other are not affected by these drugs. COLOR TESTING Hightower: I have heard the repeated ref erence to the three colors associated with traffic signals and I would like to ask Dr., Payne whether the minimum requirement for commercial drivers is sufficient. Payne: I'm not too sure it Is sufficient. From the viewpoint of the aviation it Is not. * 2S 195? National Safety Congress You have to pass at least 75 per cent of the test plates for color appreciation or the equivalent thereof. I have difficulty with colors especially if it's foggy or raining or if I'm driving into the " With the sun striking the traffic signals one may havq trouble whether they were red. green or yellow. If the traffic movement gives no indieadon that the lights have dunged a person might run through the lights innocently, Nichols: That. Dr. Payne, you would change your opinion from the symposium in New York and you think tht the color tests arc very essential to driver to* quiremems? Payne: I have changed my mind. Owen: May I discuss that just a second? We find that there are more than just the traffic signals that have to be 'Ht-ii-tM in color vision. Many drivers, especially over the road drivers who travel through many cities, axe liable to find signals with the red where the green belongs and vice versa. It would be impossible for him to memorize all the signals that he meets. Another thing when he is approaching curves, especially into an area where there is shade, he uses the shading and the different colors of green foliage as a tipoff such as a ditch, a ravine or to distin guish the different levels in the ground, etc Therefore color association at curves is important. One thing that we find is that most People who see orange generally call it red. The railroads, as you know, have a big orange light for a caution light. We have found that accidents have occurred when the individual seeing the light it's red and has stopped and the person following him crashes into the rear cod of his vehicle; We therefore fed that color vision has been an extremely impor tant part of driver requirements and we are -hot accepting drivers wbo arc color blind. Hightower: The Greyhound Corporation has been using the Isbara Test and your comments strengthen my own belief in its importance. Cor.* Dr. Owen, you and Dr. Brandaleeoe both made reference to the fact that the ICC standard, of requirements on which commercial drivers are either certified to Jb drive or are not. use generalised terms, "likely to interfere with safe driving.'* Now I would like to learn from you and the other doctors here whether it is a practical thing for those regulations to be worded to define specifically conditions which would disqualify. MAKE STANDARDS SPECIFIC You have no idea of the controversial problens presented to us constantly be cause the driver's own family physician says that he's all right to drive. Maybe he has diabetes but he's under good con trol or he has epilepsy but it is petit-mal. Besides that he hasn't had a seizure for two years. If we are to reduce to a govenanent regulation (unless there is some special waiver arrangement Such as the Civil Aeronautics uses) the regulations could, and should, be worded to exdude conditions such as diabetes, epilepsy and soon? Omen: This is one of the most important things we want to do today and that is putting the positives and the specifics in this regulation. Let me illustrate that I review all of the physical examinations of drivers for Consolidated Freghtways such as placement and annual physical tests. I find that a certain per cent of those drivers should net be issued certificates by the physicians, even our own physicians. We find that a greater percentage of non qualified drivers come to me with a cer tificate from their own physician. As an illustration, we have the famous Green case in which Use man has diabetes and is taking and has certificates Issued by five physicians. He is oo 40 units of insulin a day. If we place our selves in the position of this man's fam ily physician this driver most have a means of livelihood. The physician knows the family and their dependency upon him to cam a living. He has a job to tale can of that family and be ia going to see that the man maintains his job. Of course, he's going to certify that driver regardless of whether he's a dia betic, or not. In fact, there is a lack of appreciation of the situation among many doctors. We have one man that has a Jacksonian cptkpsy following aa injury ud goes into Motor Transportation Industry a seizure at times. The bead of the neuro logical department of oar own medical school wrote a letter to this driver's union and said certainly he's able to drive a truck. We must have this whole problem spelled out iet ABCs. A diabetic taking jna,tm shall not drive! An epileptic whether he be on control or not, shall not drive! Everything else must be spelled out so that we do not have these individual interpretations and the arbitrations that go with them following that particular type of a dung Brondaleone: I would like to emphasize the remarks of Dr. Owen. We, who see these things know and understand the serious ness of the whote situation. We must realize that the private physician is In a difficult position. He must protect his patient and help him as much as possible. There are some physicians who perform 60 I.C.C. examinations in an hair. He just has time to fill out the forms mod docs not do the examination at alL We have compared our own reports with such examinations and frequently find gross errors. Examinations done improperly are of oo value and may permit an unqualified person to drive. Dr. Torrei1 in his remarks said it was not necessary for a neurotic or a psy chotic to be more accident prooe than anyone else. I don't agree with that at alL It is almost an individual problem. There may be neurotics or psychotic* that may not be accident prone, but many of them may be dangerous drivers. He said earlier in his presentation that the most important aspects of the psychological problea is the hostile or sexual reactions of a person. Doan not the neurotic have a distorted picture of his hostile and sex- ml responses? NEUROTIC OPERATIONS TmrreB: I can only answer frees the Sinrlpeta of having examined and evaluated 200 servicemen that fit into lb* two cate gories of anridrat and non-accident peo ple. There were none of the airkhm peo ple who had serious overt cuwWinuil iBvu- Primarily the neurotic pinWcns fell into the group of people who had no ac cidents. With some exceptions and as I pottrted oat. there are certain obvious psychoses dalog wfcfch k say be linger* ous for the person to be at large; I would assume that some accident susceptible persons come in this category and should be put into a hospital with or without his consent. Now one other interesting thing. I don't know what it means but, in a study of patients in psychiatric hospitals, there were more members of families of psychiatric patients who had been killed through accident* than there were in a similar group of control patients. But these were members of the families and not the patient Brondaleone: I think then that there is great need for further investigation as you have indicated, but my own feeling is that I would not like to have a child of mine riding on a bus that was being driven by either a compulsive neurotic or a manic depressive psychotic in a manic stage Omen: May I interrupt to ask a question? Is there any particular type of test that we can use that the ordinary interviewing officer can use to tell which are the safe and the non-safe compulsive neurotic or psychotic individual? Turrett: I think that such tests can be de veloped. It can be done in one of two ways with a psychological test or an in terview. A skilled person as a psychiatrist, physician or doctor of psychology on lam much about a person's accident sus ceptibility. Perhaps we should make a study in industrial driving using the AJ1- port-Vernon Scale of Values. If results of this test continue to indicate those persons who had accidents or did not lave accidents, then I think this is the type of screening we need and for which we are looking. But my own personal optnioa is that there would be no correla tion between the accident and noo-acd- dent groups and psychoses and neuroses. I believe that persons are often victimized because they carry a psychiatric label. Hightower: I believe that Dr. Brandaleone must be talking about something other .iww intercity buses. His children would certainly be safe on that type of travel. Tm indiaed to agree with Dr. TuttcII. We have need a very extensive plan for the last 10 or 12 years delving into tem perament and personality and frankly I don't there U any correlation be tween the two. the psychotic or neurotic 27 19ST National Safety Congress person--aad certainly we haven't observed it in our experience. I strongly concur with Dr. Owen in his remarks about con* crete standards toward driver physicals. Wc go far beyond the I.CC require* meats, as you weH know, and we nn into this situation you speak of frequently and it would be mdst helpful if we had it spelled out in black and white. DEPTH PtRCBTfON Cox; Dr. Payne, you said that a satisfac* tory test for depth. perception should be devised and used. You emphasised the importance of depth perception especially in the field of commercial vehicles. Do you imply that there are no such tests or equipment available now? Payne: There are three or four tests being used at present One is still acceptable to the Air Force which is the so-ealkd Howard-Dohlman test It has bees used satisfactorily since World War L It seems to me, for the purpose of driving can, you wouldn't have to use it the Vcrfaoeff test or the Orthorater. You could use a simple steroscope and deter* mine whether or not the person knows where things are iocated in space. There are arguments as to whether depth is determined. The test would show whether the two eyes are used together in unity. If they are, the chances are that fusion is fairly good, and third dimension is present. You can do this with an inexpensive steroscope which costs about $3.00, with one simple slide; containing an F ott one side and an L on the other. You look through that steroscope with both eyes and if the F and L come together and form an E you have fusion. However, if you see the F and L as separate images more elaborate tests will be needed, w Cox: This also conccnu the X.G.C safety requirements winch now require a driver to bavft at least 20-40 Snellen rating is each eye. People who are critical of that standard have told me that drivers who can satisfy die requirements of 20-40, still may not have adequate vision for commer cial driving. Let me put it another way. I've bees informed by persons who have had experience in the field, that the stand ard will kt some people drive who have much lest satisfactory vision than other people who will be kept out because they cannot measure up to 20-40 in each eye separately. Will yon <*"***" on that please, Dr. Payne? Payne: It ay feeling that the driver should have better than 2040 vision. He should have single vision with two eyes with depth perception. The eye standards should be outlined arbitrarily, perhaps somewhat less than those that are used in the Air Force. If the applicant didn't come up to requirements he should be disqualified. Owen: I will agree with you on that The thing that I wanted to bring out is about fusion and phoria. I don't believe that 20-2O or 20-40 will tdl us whether both eyes arc looking m the same direction as Dr. Payne has said. The American Opti cal company*! Keystone Telebinocular or the Bausch and Lotah's Orthorater give us a pretty good testing mechanism and I think that an individual should be rejected who has elements of phoria quicker than a person who hasn't the equity test of 20*40 because be is apt to see double. I think he should be rejected. Nichols; Then, doctors, yon agree that eye examinations should be spelled out more definitely in the regulations? Owen and Payne: Agreed. USE Of F5TO4 TESTS Brwtdaleone: I would tike to emphasize the things that have bees said about the use of psychological tens and of the inter view. We pnhKshed a paper a few years ago showing the results of three psycho logical lefts. The people who took these tests and passed them had a better acci dent record than a control group who did not take them. These results were ob tained in a small group. It was not con clusive evidence nor did we feel that the tests that we used were the ideal ones. 1 hope that Dr. Turrell might give us the opportunity to study the Allport-Veraoo test that be has bca using. I >hmV we could use it a some of our groups. I think that there Is one thing that has not bcos brought out, of interest to noo- phyrioam. A person may have perfectly normal virion, hot he may have weak eye muscles and not be able to converge to get fusion of both eyes. I think that the LCC visual standards should be made Motor Transportation Mutiny very rigid and include rigid criteria for fused vision. 1 think we should all do everything we can to assist the LC.C. in mere rigid physical require ments. Owen: The thing that I would like to see us do is to bring oat some specific things. Hight I suggest that all six of us go on record stating that LCC should have these specific reconunradationa so that the National Safety Council can work on some specifies. Turret: 1 would like to second that. How ever, I think that rules and regulations from the standpoint of specific require ments for driving sometimes are inclined to go too far. Especially, since public or non-comsacrdal driving and licensing may follow the recommendations of a group like this. I should like to put in a ptcu for the study of the engineering features which would help out so that one wouldn't have to have 20-20 vision in order to drive a car. There are a lot of people who depend upon an automobile for a living. Driving down wide boulevards with stop signs on each side and one every Mode that are not synchronized, you don't quite know which one you're looking at. Furthermore, this is complicated by advertirinc signs In various colors of red, white, green and blue. It makes it dif ficult to pick out the stop signs. 1 would mink that pvemure from group* like this *--** rail far designing certain sections of tout* md highways to help the person who pcitops dees not have 20-20 vision to wfuklt dm safely. I fink we also bare to approach the peyr.hrjnginT prublaua from the stand point cd hu Mtnic intervention. I would ttv so adt De. Owes to comment on this a tmmo at anat therapeutic approaches aa pertindar stressful wimtifliw- THeununc inteaviews Owner The thing that we have found Is dMM mer ed these men who are compul sive drivers nr who have a probton at home fianbnc them have to get it out of their system If yon can have an im partial medical discussion with impartial phjskisM and yon can make them realise that yon are not gotng to take beck to their boss what they tell you they can get the particular irritation out oi their system. I'm sure that by this method wc are actually preventing seesdents. If we encourage the people to come to us rather thaq having to pay for it they will come to us and let their hair down. We believe it will save a lot of money for your com pany. Hightower: My question Is directed to both Drs. Owen and Payne and I believe will be of interest. to the audience. With the growing popularity of contact lenses do either or both of you feel that the wearing of contact tens by commercial vehfcledrivers, when that lens has corrected his vi rion to meet our requirements, is safe? Payne: This would be t most dangerous situation for an individual to drive any type of vehicle. You never know when you will scratch your eye with them or tiie eyeball becomes swollen and irritated. Contact lenses have a reasonable use. I was ooe of the first ones ia New York to fit contact tenses rad have had a lot of experience with them and IH tall yon this, they're sot safe for automobile driv ers. The people who can wear them and wear them successfully are usually the type who have eyes which cannot be cor rected by regular lenses. The person who wants contact lenses, ordinarily wears thick glasses, uses them a few times and dis cards them later. Eventually they may be developed for practical use, but they are contraindicated at present. Hightower: My own personal reactions concur with that but. unfortunately, tbe doctor recommended that a driver be kept in service as the driver's virion was cor rected to 20-20 and the regulatory body through tbe Public Health's doctors ap proved it. Own; This is just another indication that we need more evidrace and spelling out of the possibility of individual interpre tations. Cot: Dr. Turrell, yon beard Dr. Owen m hti paper refer to the driver who had the psychotic wife. I can think of any num ber of tragic accidents that have been traced to people with what 1 would rail "preoccupation." There isn't time for me to use examples but 1 am sure that this involves a condition which yon wouldn't 29 1957 National Softly Congress normally classify as psychosis or a ncurode. The first tune I beard Dr. Bnnhltooc, ropghtly five years ago, he referred to a driver on the Third avenue transit sys*> tan who had had an excellent record. Within a short space of time the mas had three accidents, 'alt preventable. They called him in for counseling. They found that the man was recently married his wife wanted to go to California to live and she had do use for New York. Upon counseling they salt him out there; guar anteeing him his job if it didn't work out. When they got there his wife wanted to return to New York. They came back and he's had a good record since. Now, does St take a physician to handle that type of counseling? Turrell: I don't think it necessarily re quires a physician. Each company should have enough counselors who knew the men well enough that, when they ran into problems of this nature, they would have someone to whom they could come for HOME EMOTIONAL PROBLEMS Brondaleone: In our own experience we have found that drivers with emotional difficulties cither at borne or on the job are materially benefited when they come to the physician is the company medical department. The well trained doctor must give a patient a great deal of time and complete confidence must be maintained, but the results are gratifying. Some times it means a temporary change of job. Tn some cun even that is not enough. For examples in one case a man was terribly worried over as in child and his job way changed from a driver to a cleaner-shifter. Unfortunately within a few days he killed one of the men in the garage. He was just not able to think about what he was doing at alL Taking jhe man away from the wheel of his vehicle apparently didn't help. In response to another comment you made; Dr. TurrelL I can understand, as a practicing physidan myself, how you feel toward rigid regulations. We must realise, however, that 40,000 deaths a year is an impressive number. We may ia establishing certain rigid criteria be tmfair to some persons, but it Is necessary step and alter a trial and error period our criteria may be more fair. The Mawachuictta Licensing Bbru grants *o*in epileptics and diabetics on insulin a temporary license. This method seems to work wriL Every three moths these persons must be examined by an objective physician, not their own, who is a qualified specialist his field, to de termine whether the driver is able to continue. This may be a solution to the problem. Hightower.* As you know, the ICC re quires a physical examination once every three years which is art improvement over its former rules. The question is whether or not you think that this is adequate for a commercial vehicle driver and whether or not you fed they should be examined oftener? Omit: We are examining yearly. Tea in clined to think that in some cases we are doing It too often in the 2$ to 49 year leveL However, an examination is not to disqualify, bat rather it is to find say de fects and to correct them before we have to disqualify the driver. Now if we ex amine a man once every three years we are going to have disease trends already established before we get to the individual. I believe your medical deportment should have the right to determine when and bow they want a man examined and It should never be less than two years on a commerica! driver and in certain cases be as often as every six mouths. Brandaleoner I so agree with Dr. Owen. In talking about cancer detection and dia betes detection these examinations are detection for everything and more pre ventive medicine than anything rise We fed that civilian drivers up to the age of 45 should be examined every three years and after 45 every two years and as far as industrial drivers are concerned, op to the age of 45 every two years and annually thereafter. NiehoU: 1 think you're right I would Eke to make a comment about drivers within Consolidated Freightway*, that Fa ex perienced with in the older or upper age levels. Incidentally the closer I got to 50 the yocmger 60 teems to be. These older drivers 60; 62, 63 yean old, because they hare ban on a good medical pwy^ are 30 Motor Transportation Industry in good conBtien and are our best driven. It's keeping them on this strict medical program and taking care of them the way they should be taken care of and advising them properly, I believe, that has done nsoch to keep these men an the job, (At *h point the moderator asked if there were questions from the floor. The follow ing question was posed--I would Eke to have the doctors say a little more about the tranquilizer drugs particularly ampbeta- TRANQUILIZER DRUGS Owen: The tranquilizers and antihistamines are sleep producers.. I don't believe we are in a position to state that the L C. C. should put la its regulation that these cold remedy drugs should not be used but [ think that any dispatcher who knows that the driver is on a tranquilizing drug should be a little hesitant about letting that driver go out until be has thoroughly checked his reactions. Brondaleone: Dexedriac is just the direct opposite of the antihistamines and tran quilizers. Dexedrine is a stimulant. The transquilutr and antihistamine are relax ing drugs. These two are entirely differ ent. Baizedriae is taken to keep persons awake. They may do that for a short period of time but so frequently people take them and they expect them to work far beyond their capacities and fatigue and sleep will overcome the use oi any benezedrine or riwubr drugs. Tranquilizers are useful drags which may cause some people to get sleepy and others may not be affected at all. It must be remem bered too that different tranqraliier* react differatly. The important point is that anyone wbo drives should not take medi cation which might make him sleepy. (Another question from the audience. T would Eke to atie Dr. Owen. Someone mentioned the connection between obesity and heart cases. I'm wondering if yon found any connection in accident proneness in any types of underweight as well as overweight or for any types of size or stature?) Owen: We haven't made any particular study on the anthropological size of the person as it affects accident prevention. Abnormally little or abnormally big have to be questioned as to whether they actually can drive. Fm positive that some of our truck drivers that weigh 250 pounds and five foot six inches tall have difficulty reaching the levers on their con trol panels. We have to study them from the standpoint of whether they can or can not actually handle a machine and it is something that probably should be dooe. Hightower: I've had information from doctors that drivers should not be per mitted to drive the day after they have takes the Asiatic fiu shot Owen: I don't feet that we have had quite enough experience ia the giving of the Asiatic flu shot to determine whether or not it is dangerous. Within my own practice we have given about 1,000 inocu lations for the Asiatic flu. I only had three people sielc and they all were sick in the same family. I am sure there was a great deal of psychosis mixed up with this whole picture. The Asatie flu vac cine may make you feel a little dopey the next day. I took it myself and I felt that 1 could have driven all right We use the intradcrmal method with two shots, rather than take a. chance. Brondaleone: That's what we are doing and I see no reason why a "flu" injection should make them sleepy. It may give them muscle adtes or malaise, but nothing more, ton 31 ACCIDENTS CAN BE STOPPED AT THE HIRING LINE (A Symposium) SAFETY STARTS WITH YOUR EMPLOYMENT APPLICATION FORM by D. J. MOFHC vice president, Henes Hosiery Mills co^ Wmston-Selem, N. C. A study of the development of personnel procedures over the pest 50 years shows that these have progressed from the subjec tive to die objective. Systematic and ana lytic methods have replaced "Intuition" and Tiunches." The psychologist, the safety and personnel people lave been largely respon sible for this. Notable advances have hem made in the interview, tests, reference checks, aeddent analysis, criterion development, training; and supervision, More reemtty, emphasis has bees placed on the application blank. Safety experts ooW realize that accidents are caused by many human factors, and that no one teat or technique will be the panacea Eor selecting safe driven. The application blank can play a real fort in effective selection. Insurance companies, through weighted application blanks, place heavy reliance oa this technique. Colleges have used it in their selection of freshman students. Industries are now beginning to develop weighted application blanks as a se lective toot This report illustrates one situation where the application blank has been studied'for the KlectMO of safe drives. This study was conducted through die North Carolina State College Department of Psychology for the McLean Trucking company. It was part of a larger research project conducted at N. G. State CoDege for quite a cumber of years, originally beginning with Carlton Alexander, thm safety director for die com pany, now directed by Howard Walton. The study consisted of two groups--an accident free and an aeddent group. The aeddent free group consisted of driven who worked a minimum of 12 months, were accident free, and were 32 charged with no more than three vtolatioos or complaints. The acadeit drivers worked a minimum of 12 mouths; had incurred two or more accidents m which the driver was responsible and may have bad any number of complaints or violations. Sixty-five aed dent free drivers and 36 aeddent drivers comprised the two groups. The types of items and their weights arc ascertained by determining what personal history or biographical responses are most frequently gives by desirable employees and are gives less frequently by undesirable em ployees. A Large number of statistical tech niques can be used to determine whether or not these differences are significant. Chi Square has bees one; or the signifi cance of difference between percentages may be used. In every case, however, the tech niques will determine whether or not the differences between the two groups in their responses to the Items are statistically sig nificant and not due to dunce. SIGNIFICANT QUESTIONS In tills particular study, the application blanks of these aeddent free and aeddent drivers were studied in relationship to such factors as height, marital status, ttaaber of children, average age of children and level of education. The items on the application blank which were statistically significant between the two group* were as follows; Height, marital status, number of children, average age of children, association with social or dvvc groups, hobbies, reading ma terials, kind of car owned, age of car, license of individual, level of eduattiao. and average Imgth of employment cm last three jobs. To establish the significance of aa item, it had to differentiate the aeddent from the Motor Transportation Industry aeddent free ta terms of weight, and in nor malcy of distribution. For example; the first ittm bright, a weight of two was established for those drivers who were from five feet four ladies to five feet seven inches. A weight of one for those drivers five feet eight Inches to five feet eleven inches and statistically fra six feet up a weight of zero was asogned This would mean that the safer driver based oo this study ranges from five feet four todies to five feet seven inches. Ow marital stems, a tingle driver received a weight of one, a named driver a weight of one. , marital status rates If a driver were divorced or separated he received a weight of zero. For msnber of' children, no children gave a driver a weight of two, one a weight of one, two children, a weight of zero; three and op, a rate of one. For membership ha so cial or dvic groups he received a weight of two; owning a higher prieed ear re ceived a weight of two. The age of the car, if the car were one to five years, gave a man a weight of two. From an educational standpoint, the grades nine to ten were most indicative of accident free drivers. This educational level received a weight of two. As we increased the edu cation level, or decreased it below sine, we find that the weight assignments arc sig nificantly lees. Average length of employ ment of last three joba showed somewhat of a descrepaaey, nevertheless, one year or less received a weight of two; two years, one; three yean, aero; four years and up; one. The items which were food nuigoificaat between the aceMeet and accident free iJitiui wsaro an toMomot wwigtit, >-- ee--*. pewiuna arMrsu. These which were Tnisriaeattr lisa-- eg dbtribetion were dme as prese-- wHreq, arrest duties of is job; mi iw-- hr having last job. Based am do* weights. the original 65 Uipfirawn MaAs far the accident free driver* sad the acrid--t driven werestudied. Weight* wrt Wffri and the total score was c--sp--ML Tin hegcr peremtage of the sum ss fad hhw --r optimaor cutting w for An mb4h pap and a normal Sstrihaina a* as-- far tie aeddent free pop Tin ----n^ weigb--d score tor the acadent group is 122, for the aeddent free group 9.1. Incidentally, these differences were significant 4 Slicing the data from another standpoint indicates the percentage of aeddent free drivers we would have hired above the cutting score of 12 and the percentage of aeddent drivers who would have been re jected. If the optimum cutting score had been available and used at the h'iw> of hir ing, 81 per cent of the aeddent group would have been rejected. Likewise. 40 per cent of the aeddent free would also have been rejected under these conditions. Conversely, 60 per cent of the aeddent Free would have been faired, but only 19 per cent of the aeddent drivers would have passed the initial screening device. Inci dentally, this study is now going on and will be cross-validated with the additional groups at the company. Normally this would be the routine procedure in the validation of an application blank under the condi tions of this study. Our conclusions from tius study show that the weighted application blank has promise of being a good selective device for driven. But the weights and cut-off scores fotad in this study should be considered pre liminary and characteristic of this company only. The sample of undesirable drivers should be extended to include a larger num ber of terminators. An application blank must also be used la collecting' standard information Identifying the individual, his education, marital status; previous employment and residence. Items which are extraneous to the selection of the the individual for a particular job should be eliminated, such as one's religion or the number of previous jobs. TAILOR MADE BLANKS The application blank is only one of many devices that can be used Your em ployment procedure should supplement the application blank with selective tests for knowledge; character, abilities, and aptitude. And many test* have been found to be worthwhile m these particular areas. Steps should be taken to taUorraake the applica tion blank to fix your own needs. The portion of the driver application that should be taUormade or standardized can only be determined through 33 195? National Safety Congress Motor Transportation Industry study such as we have completed here. I should also like to point out that in order to conduct such studies there is need for dear cut and reliable criteria, and in many industries the criteria of an acci dent or an accident free driver is still one to be desired. The bulk of Evidence in the field of driver selection seems to point towards personality as the dominant factor in accident atui tion. This view has been supported bj studies at N. Y. U., studies at the Univer sity of Colorado, In the far west in Cali fornia, H. C. State College and other uni versities too. Since this appears to be true, the weighted application blank approach might prove a worthwhile selection proce dure^. SAFETY GROWS WITH YOUR INTERVIEW by WALLACE C. TAYLOR director. Personnel & Safety, RJngsby Truck Lines, Inc^ Denver, Colo. Until comparatively recent times the In 3. Self introduction or just HI want t or leaving another com pany--"Not enough money1'-- "Wasted to get off sleeper rigs" or, "Wasted to take line job." (b) Doable check age; marital status, sate of cm;eut health. How loog a resident? Own home, etc (c) Review specifically "do accidents." (4) Review specifically any accidents noted and "is that all you have ever bad?" (e) Review "Personal injuries" the same way. How caused? Does it bother Un anymore? There if always danger of employment with yoo "aggravating the former injury" -- Habitual compensation user? (f) Does your wife approve of your doing this type of work? is a question sometimes the add test of whether or not he will say long. (g) Education may be a factor--you nay wish to get verbal details of that--but particularly note--can he write legibly. (h) Thorough--did he obviously read what the application asks and then answer completely. 4. Conclude the interview with a definite statement so the applicant win know "bow he stands," Le, "Sorry, we can not use you now;" "Call me tomor row," or "Step over here for some of our tests."<Afc terview was the accepted entire employment job." program. An applicant said, "I want a job" --if you needed someone, say a track driver at the moment, you pointed to the vehide to be operated and said, "Get going." We have learned though--we've learned "the hard way"--that the pre-employment interview if properly conducted, can save many headaches, and a lot of money; in fact, may hdp to prevent a business from goi-r on the racks. Some employers rely solely on the inter view--others discount it entirely. However, most do find great value in the initial con tact with an applicant. Some use a patterned interview form, such as published by White Motor company --or several publishers, which lists stock questions and even gives you dues on what kind of answers are most desirable or un desirable. We'll discuss a man--truck or bus driver applicant; APPROACHt I, Hands out of pockets. 2 Walking or standing straight-leaning on wall or desk. 3. Clothes dean and neat. 4. Pleasant facial expressions: (He's a potmtial representative of your com pany.) He doesn't have to be handsome but better that he doesn't look too much on the rough side. 6. Handshake (fins or dead-fish). Hands and finger tails dean? 7. Look you in the eyes. There'TM all kinds of sayings and prov erb* about people who won't look yoe in the eye. 8. Nervous-trembling speech, bands, smoking hard, chewing hard. 9. Offensive breath or body odors not good in customer contacts, working with others indoors of oa a sleeper cab truck. BEGINNING: 1. Try to put him at ease by your talking just enough about the weather or your company to acknowledge his stated de sire for work and get him started talk ing about himself, bis qualifications and ambitions. 2. Why do you think you'd like to work for this company? That question is a good way to test his sincerity--whether he's just "looking for a job" or has a genuine interest in your company. 3. Review the application with the appli cant. (a) Discuss in detail his former jobs --details of the work and reasons for leaving. Work conditions at your com pany. Maybe the same as those be gave as reasons for drnads- SAFETY IS IMPROVED BY YOUR INVESTIGATION by JOHN A. Di PEW director. Safety & Personnel. Dohm Transfer co.. Rock Island, III. I made up a questionnaire and sent it to 105 carriers throughout the country. These were seat ts all types, such as, regular line haul wwim carrier, private carrier, automobile transporters; petroleum haulers, and bos --Tbe number of drivers represented us those replying ranged from 25 to 1730. The following is a summary of replies received repretracing 73 employers and 45, 000 driver*:-- l. Which Deportment ta your company dace the appli- Answer: personnel and safety 32, safety otdy II, and puiuaul only 1L No Yes No Ant. 2. Do yon require a 10 year work history? 29 45 1 3. If not 10 years, bow many in years? Ansnreri Less than 10 years 56. and others var ied from last 3 employer* to 5 years. 4. Do you bond all employ ees? 41 31 3 5. Do you check previous employer*? 75 0 0 6. Is this done by Tele phone? telephone 6, letter 7, both 56, on answer 6. 7. Do you check with smte motor vehicle 'depart ments? 37 32 0 i. Do you have an outside agency died; made? 45 23 2 9. Is this done by a detec tive agency? 10 39 26 10. Is this done by a credit bureau? 34 17 24 tl. Do you have a credit check made? 40 29 6 12. Do you believe such a check U necessary? 52 21 2 13. Do you fingerprint all ap plicants? 22 53 0 14. Do you ask for past arrest records from employee? 66 8 t 34 35 1957 National Safely Congress Ifator Transportation Industry 15- Do you check oa this in formation? 54 19 2 16. If an employee bat bad other than traffic arrests, is be eligible for employ ment in your company? 13 48 14 17. Do you find dp Local Po lice co-operative Is yivtaf out past arrest informa tion? 48 19 6 18. Do you bare a single agency or association check prospective employ ees for your company? 27 44 4 19. Do you use the same method m an your loca tion* ta checking oa past employment and arrest records? 59 13 3 20. Do you check on previous record ot moral or social misconduct? 53 17 4 21. Do you have neighborhood check node? 36 * 37 2 22. Do you me a driver test- tog clinic? 21 52 S If the answer is "yes'* please give the same and tows of tbe Clinic Some answered. Tbe Associated Highway Carriers. Kansas City, Miss ouri; Lot Angeles Driver Testing Bu reau, sod the Nebraska Safety Engi neering Service, Omaha are the ones that were listed in the reply to the ques tion above: 23. Do you have any other method of investigation not mentioned above? 17 44 14 DETECTIVE AGENC7 CHECKS Now the second port to this question, if the answer is "yes'* please explain briefly:-- One* carrier claimed he put their onptoyeo through a polygraph examination; others mmriooed * detective agency, such as, Thompson Decretive Service, in In dianapolis; tbe Brows Detective Agency, is Chicago, die Gvfiias Fingerprint Agency, in St Louis. Atlantic Greyhound have their own driver testing clinic, and I am sure the other Carriers included In the survey lave their own CUnic, but failed to men- 36 ban ie the particular spot in the questionnaira: This survey in my opinion points to one of the reasons why some carriers are hav ing difficulty with their employees. Please bear in mind these questionnaires were mailed out to carriers wbo in tny opinion had a better than average selection procedure. 1 am sure that you can realise how many undesirables must be in this iadustry as a whole. INVESTIGATE EVERYONE Let me give you an example. Shortly after starting to work for our company, 1 received permission from the owners to investigate a0 employees, and tbe word all included the owners and myself. This is checking bade or their past police records on employees. In one of our locations we bad a man working for us more than 10 years. Prior to cooing to work for us had served two year in a Federal Penitentiary for theft from Interstate Freight while working for another carrier. This man was s&ch a good employee his terminal manager and those in our general office couldn't believe that this was possible. He did admit the complete story to me and I told him be had nothing to worry about as far as bis future was concerned so long as be remained the good employee that he had been m the recent past. Many other things came to light, some of them amusing and some of them just tbe oppo site. Since that time we have investigated all new employees sad checked bock thdr police records. In addition we have tbe prospective sign, which we call a ''Record Fife.* We read oce paragraph over carefully, and ask them to be sure they remanber everything and tell us the complete story. If this person has deliberately tried to hide tbe facts of his post after signing such a statement there isn't any recourse but to dismiss turn at once: As soon aa word gets around to the other carriers and through the industry that yoor company has a thorough and strict screening process so that just everybody can't get a job, yon will find that many undesirables will not even apply for work and waste your time trying to get employment with your company. We are duality with human being* and regardless of your screening proems one any creep into your orgaafratioo who later turns out to be msdesirable. For example, me could turn into an agitator or suddenly became involved in tridents both vehicu lar and personal injury. The more you can (earn about an em ployee and his past, tbe better your relation ship will be during his employment--f he knows that you know. You can inform him the only persona in your employ are those you yourself would like to invite into your parlor. This is whs I am sure you would be able to improve your safety performance by improving yoor investigation during the probationary period of each aad every em ployee. INFOKMATION FftOM POLICE Some of the methods used In ohtabwng this information will take a Bole time to set op, but it can he done Sometimes this information can be glccaed from the police department direct if yon contact the Chief or his designated substitute, explain your problem and show them bow you would like to have tins information. You must do most of the work getting this request to them, and then in most cases famish a stamped addressed envelope. A number of departments is medium-sized towns at tbe present time are giving ua this information without cost. Most Mates will furnish the driving history oa as individual, for a fee. For example; the State of Illinois charges $1.00 per individual check. Starting January 1st, 1958 they wiB funaih a form for this request to be sent to them on aa individual or a group of individuals. They will return this form with the re formation inserted giving you the history they have on their records whatever it may be. May I suggest if you have a mail cleric in your office--have this information lent to your home. It may save a great deal of embarrassment. The safety performance of your drivers and all your pcnccad can be improved by a good and thorough Investigation of all your employees iadudag the office force. A SAFETY IS INFLUENCED BY YOUR DECISION by J. WYUI LUMPKIN manager; Safely Division, Railway Express Agency, Inc^ New York city The fourth aod final step and undoubtedly the most important ca the procedure of posi tive driver selection is that of making a "dedsioa"--a decision to hire or not to hire. Immediately after the three preceding steps, those of taking the application, having the interview and completing the investiga tion. you must decide whether or not the applicant U to be hired. Careful selection of driver personnel is important in a safety program. The task of aasaabCsg a group of drivers to operate tbe equipment efficiently, courte ously and without accidents, starts with the initial selection of each driver. Safety m yoor company is influenced by yoor deci sion and, of course, yoor derision is tbe controlling factor of stopping accidents at <he hiring linn ' The ability to act mfely U perhaps no where more important than in the operation of a motor vehicle where n driver, by a single lapse of mental alertness may cause an accident resulting in great lea of human life and damage to property. Summing up the initial three phases of the employment eyrie--how do yen croon reference the application, the interview sad the investigation? The completed application form contains details of post data as submitted by applicant. This is the applicant's statement of his post record and history. AO information shouIr> be carefully scrutinired and discrepancies brought to U|ht by tire ptrswwf ioterriew 37 195? National Safety Congrats or the investigation should be riven due Mental ability cooudemioB before malting a decision to hire. The personal interview is perhaps the roost important sisfie employment technique ta the driver selection procedure. The over* Motor ability Health Motivation Stability ail perspective sained during the interview Is Maturity often the determining factor in employment. A properly conducted interview should re* veal additional facts about the applicant's past employment experience, knowledge of Sociability Manner & appearance With minor changes thfr Inventory should traffic refutations, attitude, personality, ap* be applicable to all driver jobs. Relative pe*ranee, family life and general back stress to be placed os any of these qualifica ground tions would depend'on the type of motor INTERVIEWS CAN REVEAL Following the interview the application should be iwicwol again to determine whether the information coincides with that developed during the interview. Again, any discrepancies discovered should be carefully considered before a decision is made. In fact, your decision should not be made until all references provided on the application form are carefully checked. transportation An experienced personnel officer will de tect all obvicras and many subtle reasons why some applicants should and others should not be hired. These reasons will be matters of personal judgment based on experience arid education. While the most important objective of a driver selection procedure Is to screen oat aeddent-prooe applicants, you should not lose sight of the fact that many traits not related to aea- Sometime* you may have difficulty in <lent-pronDeas must also be considered dur obtaining reliable information from previous ing the selection process. employers. Some hesitate to put their frank opinions in writing. Therefore; you should analyze the information obtained from this source and compare it with that developed in the interview--as well as that detailed in the application form--before making a deci sion to him Certain traits are considered important in deriding upon the general suitability of ap plicants for driving jobs, such as age. physical fitness, driving experience, intel ligence; education, attitude and financial habits. These are some of die factors that will affect your derision. You may obtain additional information from the loaf credit bureau, police depart AGE, FHySICAL FITNESS ment and state highway patrol records that will be helpful to you in reaching a sound decision. Don't rely too much on what the applicant says he knows and the experience he says he has had. Check his past record carefully. Generally, the minimum and maximum age limits for new driven are between 21 and 40 years of age. The ideal age ts be tween 25 and Kl Seme firms are refoctant to hire a man over 30 unless he is a sound physical specimen and measures up wdl to FACTORS FOX DECISION In determining standards of selection the persoans! of employing officer should tint make a careful study of what the job en tails and what qualifications the driver should possess to perform the job satisfactorily. all other requirements. Youthful drivers are inclined to have more accidents than older drivers. This is attributed to their immaturity. Idea under 2S years and especially those under 21 are sot considered good accident risks. Fleet operators should take special pains in An example of an inventory of analyzing the qualifications of applicants qualification* is that established by the under 2S years of age and accept only those American Transit Association for prospec who evidence a mature, stable personality. tive transit employees. This lists nine basic qualities as follows: Moral character Generally there should be limitations on the stature of a driver. Very short drivers have difficulty in reaching and manipulating JS Meier Transportation Industry driving controls and devices. Short drivers and the overly fat driven are not as dex terous in turning or backing a vehicle and the added effort necessary for them to per form contributes to a general state of fatigue. Nervousness sod chxzuacsc in an appli cant are thought to be indications and causes of icridcnt-proocncss. A record of epilepsy or dizzy spells should be BdScient cause for rejection. Blood pressure should be within reasonable fruits. Applicants with bad hearts, poor eyes; inadequate bearing, are not likely to make good drivers. DRIVING EXPERIENCE REQUIR&) What a man has done in the past is a good indication of what be can do to the future. Type of previous driving experience is important. Yon should try to obtain drivers with experience in handling vehicles of the type be will drive. Individuals who have a record of re peated accidents should not be hired. They are likely to fn"tiwl,` baring accidents at lbe old rate. While it is important, skill alone does not insure safety m driving. Actual driving skill can not be saccessfnlly measured by a laboratory test. Ample time should be allowed for rued testa. How an individual responds m a tight titration ts far more important titan speed of reaction time in application of the brake. may be excited and may not perform in a normal manner. They test driver perform ance only at the time of the test, not Ms potential ability. Formal education is thought to have tittle bearing on an applicant's potential ability as a driver. Most firms, however, have minimum educational requirements. As with intelligence middle ranges of educational qualifications are most desirable Highly educated employee* do not always make good drivers. On the other hand, knowledge of driving principles and practices are important to the safe operation of a motor vehicle. How ever, the mere knowledge of traffic rules and regulations it no guarantee that they will be faithfully observed. Observance of regu lations depend* primarily upon the attitudes with which they are regarded. Proper attitudes are essential to safe driving. A driver may possess the necessary skills and knowledge for safe driving and yet be involved in accidents. If he fails to appreciate the relationship between his be havior and the safety of others, if he drives in a smtal state of disregard, selfishness and indifference, he can readily become in volved in situations that are dangerous. Dissatisfied, timid, naturally troublesome or otherwise temperamentally unstable in dividuals usually do not make good driver*. The irresponsible type of worker who seeks a job without the desire to render his best services, should not be employed. Two general types of road testa can be used to measure driver skills. The driving range or obstacle course test is beat for training purposes, especially for beginoer drivers. The rang* provides normal road way features but without the hazards of public traffic A standard road test permits observing and rating the driver under actual driving conditions. The test is used to measure his ability to drive in traffic his general attitude *d detect his tmsafe driv ing habits. However, even road tests have certain limitations. They do not measure the driver in complex traffic conditions or dangerous road situations. They make no allowance for the emotional state of the applicant who MARITAL STATUS-MATURlTr Some firms will not hire single men. Ex perience has shown that married men are more settled and dependable as driver*. Married men have responsibilities and are therefore less inclined to drift from job to job. However, domestic troubles can make the married man a bed risk. A man's fiwswefal habits may be an im portant index to Ms suitability as a driver. A mas continually m financial hot water may be accident-prone because of constant preoccupation with personal worries. Home ownership Is an important indka- tton of stability. The applicant who has, or is, buying a home will work more regularly and with more care than one who has no investment to protect 99 1957 National Safety Congress All the factors mentioned. as wcS as others, should be carefully eeesidered before a decision to hire is made. Do tads factors as labor market. pay standards aad work standards us highly competitive market detensioe the type of applicant reached initially? Do suds factors affect die drivers* desire to be hired or to stay on the job ooce he leans the ropes? employment as a driver have attracted more desirable candidates in some areas. How is local organized labor tied in to die hiring decision? How can such factors be used m a positive direction ? Most of the labor union agreements con tain a validating rale which states that the applications of new employees shall be ap proved or disapproved within a certain pe Labor turnover is aa outstanding cause riod of time. Generally, after the validating of inefficiency and high accident frequency period expires, whether it be for 3ft 60 or and its avoidance deserves much attention. 90 days, you will need good and sufficient COMPETITIVE LABOR MARKET cause and formal investigation to dismiss a new employee found unsatisfactory after There are two mam causes of labor turn bring put oo the payroll. over. One consist* of personal reasons; Employing officers should take advantage the other U based oo dissatisfaction with of the validating rule, if it is to their agree the job The following are among the per ment, and dismiss from service within the sonal reasons and they generally are difficult time allowed those who do not measure op to cope with: more attractive offers; job to mnrimmn requirements. This is a very with more pay,' better hours and a better important factor m the procedure of posi future, family condition* such as sickness tive driver selection. at home and financial difficulties and living conditions suds as distance from work; transportation difficulties sod inability to Gad living quartan are other factors. The company or the supervisor generally can do something about the causes of turn over is the other group based on dissatis faction with the job. Dissatisfaction with wages or some related factor, and working conditions, including ccodhkm of fatalities and surrotmfingy are causes for turnover. The most elaborate selection procedure will still yield a poor type of employee if only applicants of a generally low caliber arc attracted to apply for work and you I bare covered ady briefly some of the factors that should be given careful con sideration by you or the employing officer before a decision is made to hire. The importance of proper selection of driver personnel at the hiring line cannot be over-emphasized Undesirable results arc bound to follow if a good job is not done. It doesn't take long to invest a great deal of time and mooey in training driver persoemri and then tind that some of the ocw men can't absorb what you are trying to teach them. It is better to avoid the expense aad problem of replacement by deriding in advance what kind of a man you want-- choose the `best of the lot* even though and then make the right dcrisioo before sub-standard. accepting an applicant. Effort should be made to attract aa adequate number of weft-qualified persons to apply for employment. Advcrtboneots in local uewspapers itrmirg the advantages of Safety ia your company is influenced by your dedshxt--and yoor dcrisioo is the coo trolling factor of stopping accidents at the hiring line.A 40 EFFECTIVE SUPERVISION IS POSITIVE ORIENTATION--THE BEGINNING OP DRIVER SUPERVISION by WILLIAM W. CARTIK director. Safety 4 Personnel, Johnson Motor Lines, Charlotte, N. C Every employee some time or other has been new In an organization. In all prob ability there was a period embracing a few moments or a few hours between the time we were hired and the moment of introduc tion to our immediate supervisor. It is this period of time I want to discuss .,. this short lapse of time that is so impor tant to the new employee and the company. Since my topic concerns drivers, only that classification will be referred to ... al though many comments that foUow could apply to every new employee. Orientation of a new driver is the initial adjustment or conditioning interval of super vision. As sudi, and comparable to other undertakings, there must be objectives and procedures for effective accomplishment. To insure a new driver getting off to the right start (a) he must be properly condi tioned toward the company, and (b) a sound basis established by the supervisor for a truly friendly relatiocship. Everyone is generally ill at ease in new organizations. So it is with new drivers. They want to do a good job and need proper guidance. At no time during empioy moit will we find the driver more receptive to courtesy and kindly treatment than his first day, SUPERVISOR MUST GUIDE Should the supervisor fail to help and guide him, or disregard the importance of a friendly and sympathetic welcome from his fellow drivers and others, don't be surprised or cast blame oa the new driver should he go to the union steward for advice and help. He needs help, he knows he needs it and he's going to get it from someone. The good supervisor know* tins and takes full advantage of this time to insure proper con ditioning toward the company. There are certain "wants'* existing in the mind of every new driver that the competent supervisor is well aware of.,. "wanes'* that can not be minimized or ignored to secure the most from orientation. He knows the new driver wants to be recognized as a human bring, wants fair treatment and a square deal, to be accepted in the company family, have a feeling that his job is secure, good working conditions, a competent boss, to know what is going on, someone to hear his grievances, complaints and suggestions, to feel useful and know the value of his work, and an opportunity to show or demon strate bis ability, TEACH JWS OF ACOD&fTS likewise the good supervisor knows the "wants'* of his company. He is aware that a profitable operation necessitates a high level of productivity from every driver. His company desires daily performance where freedom from absenteeism, accidents, in juries, labor turn-over, and incompatibility prevails. Of these loss factors, vehicular accidents and Injuries usually show the longest row of red figures in the accounting hooks . . . and the supervisor knows it Particular emphasis is placed on accident prevention. Laying the ground work for accident prevention during the adjustn nt period calls for knowledge of the subje The good supervisor knows, by virtue ol responsibili ties inherent to his 'position, that drivers must be taught why, where, and when acci dents occur... and how they can be avoided He knows drivers must be indoctrinated with the philosophy' of safe driving and kept alert to the need of practical applica tion. He is well aware that a productive driver understands and has adopted a scientific approach to accident prevention. It is within 41 1957 National Saftty Congress practically every driver** capacity to yn* equipment guided by principles which con fine to a minimum the possibilities of colli sions, upsets, jack-knifes and other loss producing incidents. He knows also that safe driving does not require a talent com parable to the arts, science; or athletics be cause ordinary driving ability is sufficient. He knows accidents are not caused or pre vented by any particular human character istic, for the reason it is usually too late to avoid a collision whenever any particular characteristic becomes necessary to influence the result of such possibility. He knows lightning action is necessary only after a faulty approach to the scene. He is ap praised that the talent to drive equipment is the same talent which can serve to make driving safe; EMPHASIZE PREVENTION PRINCIPLES It can be readily understood the good supervisor has a wealth of background in formation on his company, the driver, and the principles considered with accident pre vention. Being so equipped is of little value unless it is properly aimed at the target with enough force to hit the bull's eye. amraged, and encouraged. AO of this caa and must be enhanced by the earnest and fervent feeling shown by the supervisor. Orientation is aa attitude-changing affair ... a setting to "sell" the new driver on accident prevention. As la other lines of selling, some can be sold quite easily while others pose a mote difficult problem. Not all drivers will atbnit to any deficiency be hind the wheel thereby denoting an unwill ingness to change their driving habits. This amounts to nothing more than aa elevated level of evaluation with respect to their own driving ability. Several yean of operation without aa aeddot, for example, accounts for a lofty sense of confidence which Is usually with out foundation. Admittedly, this type of individual is a "hard nut to crack," but with a goal established, accompanied by desire, plus the supervisor's enthusiasm and per severance, be too can be sold. "Selling" the new driver cm aeddmt prevention is equivalent to showing him where he is going to profit ... not nec essarily in dollars and cents, but by satisfy ing his desires and "wants." Form a mental picture of aa office (pos sibly your own) with good lighting, adequate ventilation, orderly arrangement of fixtures, without outside interference. You have the new driver m your presence. Now, what are you going to do? No doubt you will put him a the right frame of mind . . . condition him so you can "get through" to him. This entails creating a desire to team the things you want him to learn. No faster method is known to create this desire than to show him the goal to be readied and its value to him ... to him not only as an employee but a human being. Most drivers know what it means to be a good citizen or a good neighbor, and most assuredly recognize the meaning of a good brother or a good son. Attitude and judg ment have the same relationship to the art of driving that personality and character have to the art of living ... in both cases, these things arc the end objectives or goals. Seeminf rational and logical, the teal to implant then would be that of living as a good citizen, and a good neighbor. After this goal has been firmly in his mind, he must still be encouraged, en- 42 We have ben told that attitudes are "caught" and attitudes are "taught" In this particular phase of driver supervision both methods should be used. Reverse the mental picture referred to a moment ago and plaice yourself the new driver's The supervisor has made you feel at ease by a cordial greeting and told you be is glad to have you in the company. A friendly atmosphere has been created. He has told you he is Interested in you as a person. Said with sincerity and enthusiasm, be automatically put the softening-up process "in gear." He proceeds to give you a brief description of the company's history, the orient of operations, amount and type of equipment, number of employees with emphasis on number of driven like your self and gross annual business. MAKE HIM PEEL IMPORTANT You have discovered a new friend, he's making you fed "at home" and, in so many words, has said you are a mighty important person. Yes; he's recognized you as a human being; treating you fairly, accepted you in the company family and letting you know what the score is. In this short spam | Motor Transportation Industry of time, you have "caught" the attitode pitched your way because the supervisor has commanded your respect The desire to go out and do a job is beginning to grow ou you . . . you have become inspired to a degree, and a goal is beginning to form. You are asked the question, "What would you do if a money bag containing $20,000 was placed on your lap and entrusted to your care?" In all probability you'd say every reasonable effort would be made to protect it. Then you are told $20,000 is tbe approximate amount of the money the com pany is entrusting to you when assigned to a tractor-trailer unit , . . saying nothing of the thousands of dollars worth of prop erty carried as cargo. Now you realize you arc recognized as a trustworthy person ... a panes entitled to confidence. This approval. **f trust, "rings a bell" with you and that desire to to out and do a good job is continuing to grow os you. A sheet of paper is laid before you dis closing the names of drivers holding safedriver awards, and the number of safe driv ing years credited to each. You are shown a record which comports driving records of top performers with driven who haven't been able to hurdle the three-year qualify ing period. You note those holding five, eight, and 10 years of safe driving have few or no traffic infraction and reprimands from management. Yon also notice the non-qualifiers show innumerable instances of undesirable behavior. Your attention is directed to the fact that so-and-so terminal manager, dispatcher, safety supervisor, and executive with the company began as drivers and attained their position by operating equipment safely in conjunction with other elements of high productivity. You are also told there is a constant need for competent supervisors and the gateway to those positions is always open. CHALLENGE THE AVERAGE These few thoughts are turning over in your mind, when you're told it's the socalled "average" driver that has accidents ... not the above-average performer. This seems to "ring another bdl" . . . that of a challenge. You ask yourself the question "do I want to he as average driver or above-average?" Tbe immediate impulse, obviously, is to be an above-average driver. At this point the new driver has set his gonl.. . that of an above-average performer. He wants to beloog to that winning team of men who are recognized for their achieve ments. The supervisor's inspiration has "rubbed of on him. He has a goal, and from this point on he needs encouragement . - . tots of encouragement to inspire doing the job he wants to do and tbe job man agement wants him to do. Gting examples cooeerning trust, what it takes to belong to a winning team, the regards of top performance, and opportuni ties with the company all tend to create a favorable attitude. These are a few ex amples of "taught" attitude . . . there are many more; It appears axiomatic that greater emphasis on orientation of sew employees is a "must." Fleets without such a period is employment should initiate one, and fleets with this conditioning phase of supervision should evaluate it with the objective of improve ment ... if we are to cope effectively with the ever-present factors of economy, public relations, and overall smooth functioning of the individual truck, bus, or taxi organiza tion. EMPLOYS RRATIONE Success in our complex business and in dustrial world appears eqtavalait to success ful relationship or dealing with other people Successful prevention of vehicular accidents likewise appears dosdy allied to successful dealings with drivers. This should be more thoroughly understood, by everyone on the nwiagcment team . .. and become so imbued as to command first attemcn for solving fleet operations problems of any nature in volving drivers. Many of yon are associated with fleets that can display evidence of outstanding accident prevention programs, which would indicate your belief in. and practice of, sound techniques of driver supervision ... and these reliable details of procedure most assuredly are headed up by tbe conditioning period, (be "selling" period, tbe attitude changing period . . . that phase of driver supervision we call orientation. The ensuing days, weeks, and months should find every alert supervisor seeking and probing deeper in tbe search for methods 43 1057 National Safety Congrats ccedodvc to accident freedom. We most first realise we are doling with people,... clearly understand the wants of the indi vidual up and above money .... learn more aboot the ways and ***** of attitude . . . and faithfully pnetite the golden role from the hegmemg of driver supervision. A EDUCATION--THE FOUNDATION OF DRIVER SUPERVISION . by V. S. LAK1 director of safety* Interstate Motor freight System* Uc* Grand Rapid* Midi,, In the prevention of accidents, tbe tton of people is basic to perform their re spective duties in a prescribed ">> whether they are workers or supervisors. It makes oo difference whether wc are re ferring to industrial accidents and Injuries, or to vehicle accidents--we still find that most of these accidents result from some form of human failure; and that failure usually resulted from job performance con trary to the proper procedure as set forth in our manuals or other Instructional ma terial. While such an introduction may appear apart from the topic assigned to me, we still must set our sights on our ultimate goal, which is the prevention of accidents, and injuries. To obtain this goal we must tie in all factors in our program, not just part of them. Without being considered presumptuous, T would like to present this question--"Are we not too prone to direct our efforts to the selection, training and education of the driver himself, rather than to include all of the other people in our organization who have much of the responsibility for the man ner in which the driver performs his duty and the results obtained from that driver?" If our program is so conceived, then it is my Opinion that it is incomplete.- EMPHASIZE ONLY DRIVER Many discussions relate to programs for positive driver selection, his physical, visual, and emotional factors, and the relative mer its of incentives and discipline. With the exception of the Utter two item* all of these deal with the new employe* and all that we have accomplished is to determine 44 that we fawrc pAiuiiPy employed dr right maa far tbe job be is to d* if we ana do we have that be wjl cwnme as him as? We need mpe ruiw *o aeewe^fiflb ia. tmuiutu and dscrpfac arc two dMm of our continuing penguin. The fmrjm* oi these is to develop our frmt *wnpi him to pet fotax a tbe awe fatfif ta obtain our objective or apMfc baa M hr fails to do so. GREATER SUPERVISION IMU0 This raises a iieasl rgnoMxnm *.Ur . as safety people, wilfiag to allow a drives --employed on the faaria of las ahSqb atti tude, knowledge and physical fscaaey, aad instructed or trained ia strides* prewowsna --to be supervised by oae who has mat bwn similarly trained and developed?* There <s a targe void between the mapleyiuuit, indoctrination and training of a driver and the finished predate of the accomplished driver. That void arest be filled by supervision-- and it is snperrisaan of tbe right sort which will mold tbe new driver from the po tentially good employee we hired into the finished or accomplished driver for our fleets. Therefore is education not only the foundation of driver supervision, but also is not education of the supervisor tbe key stone is oar accident prevention program? To borrow again from oar coosterparts in the manufacturing industry--Heinrich, in his book on Industrial Accident Frexvutian, gives a basic philosophy for ******* pR. Ycntian in which a large portion of Ebe ro Motor Transportation Industry ipooubUity for such prevention of accidents is placed on the foreman or line supervisor. It must be conceded that our problems and methods of supervision are much different than those in manufacturing industry, and if anything, our problems are greater. For example, the supervisor in a plant can oberve those under his supervision when they are performing their duties and can imme diately correct any faults. We, on the other hand, cannot do so as ysr drivers are alone and actually on their own, performing their duties away from direct supervision. We must therefore have x supervisor who can convey his instruc tions to the driver so that they will be re membered daring the driver's tour of duty --so that, through supervisory efforts, the kaire or will to comply with those histntc* iam is hasriSed in the driver. While the j rumple is sbB the same, the problems difxr aj wc enat therefore compensate for tw mm odacy we actually have two vfo of driver mperrisaoo- the road super* *er awd ihc terminal supervisor. The area f mmont oerr tbe drner ts somewhat dif* -wans, hoc the ahimate purpose is identical, mmciy lo the efficiency of the iijsnriun at tbe fastest level which, of jhth, inchales the prevention of accidents. HNUNO A SUPERVISOR Let an sort with our supervisor in the amc manner as wc do with the driver-- that is his employment. We must naturally set certain standards for employment, but these standards must be higher than those for a driver, because wc arc now selecting someone who will be a part of management. Certain of these standards are set by our operating department to meet their require ments, and we as safety people woold have little actual interest is those. However there are those standards in which both operations and safety must jointly concur. The basic qualifications of a supervisor should cover such areas as knowledge, atti tude, ability and action. Certain of these most be present before employment, but like our driver, we will find it imporlut to teach others. Knowledge of his overall job dudes would be a prerequisite. Bat just as he would have to be trained in the procedures and routine of his duties, so he must be taught the company policies and educated in the man ner in which they are to be enforced. He must be educated in those regulations by which our industry must abide, whether they are local, state or federal, because alt phases of his responsibilities are circum scribed by these regulations. Attitude--this we might call an intangible because it is something in us that is in the process of development throughout our en tire life. However, any Individual who has die responsibility for directing the activities of others should have a proper supervisory attitude if he is going to meet with success. DEYROF1NG ATTITUDES We should therefore include in our educa tional program methods to develop this supervisory attitude which embrace his re lationship with those whom he is directing --his feeling of responsibility to manage ment of which he is a part---to promote their interests and carry out their policies, his sense of honesty and fair play to those workers under him. and as the go-between for management and employees, his respon sibility to the latter to make his orders lair and to see they are carried out. This is es sential to successful supervision. One condition frequently encountered when an individual is given a position of re sponsibility and the authority, is a change in hi* attitude and the resulting improper use of that authority. Education in the proper use of authority is one important area which will assist materially in present ing the loss of respect for the supervisor by those whom be is directing. Ability--this also might be considered an intangible. Some people are natural leaders and tave the ability to direct others easily. But many, while able to perform tasks themselves, have difficulty conveying their desires and directing others. They lack the ability to organize.either their own work or the group of workers they are supervising. They are slow to make decisions. Therefore, our education of the supervisor should be directed toward overcoming such faults--to analyze a situation quickly and take the necessary steps to counteract those adverse happenings and dunging conditions. A smooth operating supervisor will have a smooth operating organization. but oae 45 1957 S'fiHfirtet Safety Congress who cannot organize hi* efforts wilt only pass this lack on to the workers with ineffi ciency the result. Action Is the fourth area and the one which finally gets the job done. This is the application of the other three areas of knowledge, attitude and ability. Without being able to apply Jhese three requisites be is not going to be able to accomplish his own duties and responsibilities. Knowing what is io be done-having the desire and wilt to do it property and the ability to organise to get it done will result in the finished product. I have previously referred to two separate types of supervision in our Industry--the road supervisor and the terminal supervisor. What can we gain from their efforts? The road supervisor in a measure takes over after the unit has been dispatched and he functions when the driver is actually per forming his work. In different companies this supervisor might be known under vari ous tides such as safety engineer, safety supervisor or road foreman. Regardless of his title, his duties are simitar. He checks the operation of the equipment oa the high way to see that drivers complete their runs according to operational schedules, that principles of good driving are adhered to, and that all safety regulations are complied with. Since the efforts of the road supervisor actually will tie in closely with the accident prevention program, his education as a supervisor has been usually formulated and directed by safety people within the organi sation. EXPANDING FIRST REQUISITES We are therefore in an excellest position to see that those policies we have established for the employment of new drivers are fol lowed up and will actually be the continua tion of our structure to build our group of accomplished drivers from the foundation which -We have already established. The education of the road supervisor should cover his thorough knowledge of what ia to be done and bow to do it and how to impart that knowledge to others. One major area of his education should be his ability to stimulate others to want to do the job properly without the whip of direct supervision to see that it is done. 46 With this I believe that we can leave the matter of educating road supervisors. Te me the matter of educating our terminal supervisors--particularly those having rela tions with our drivers is of primary im portance. In most companies this supervisor carries the title of dispatcher, because he actually directs the activities of the driven It ts the dispatcher who instruct* the driver as to what he is to do. when he is to do it and usually bow he wants it dene, Perhaps the only thing that he does not do directly, insofar as his supervisees of the driver is concerned, is to instruct the driver in the actual physical operation of ihe vehicle. DISPATCHER'S DIRECT CONTACT. The key man in a terminal operation tf the dispatcher as be controls the pickup aod delivery of freight and the cost to do it. He also is responsible to <spatch the eqaip- ment properly over the road or to receive K at the destination terminal. He is the one who has the greatest contact with the driver; is the last to talk with hua before his departure on his run and the first to greet him oa his arrival. In fact to many a driver the dispatcher is the company and is his only contact with management. Since the basic philosophy of accident prevention places a large portion of the re sponsibility for such prevention on the supervisor, are must recognise him in this opacity as a key man in our accident pre vention program. If we take a positive ap proach to supervision in the development ot our driver, we cannot lose sight of the im portance of the dispatcher to us and our continuing program. Accordingly, we should be vitally interested in the education of our dispatch personnel and any failure to do so means that we. as safety people, are over looking g major toot m our safety activities. Supervision is the chain between the raw material and the finished product. If we must go to gnat lengths to insure that the drivers we employ are properly selected, and through our continuing program are educated to conduct themselves to perform efficiently and without accidents, it follows that just as much care should be taken to insure that the supervisor who is directing the activities of the driver is as carefully chosen, and likewise he must be as care fully and completely educated in the arts of supervision.^^ STIMULATION--THE FRAMEWORK OF DRIVER SUPERVISION by S. S NELSON superintendent of safety, Burlington Truck Lines, Galesburg, HI. Our company was failing to stimulate our Jrircrs to perform along the tines we rated them to. We wanted to get out niretge across to driven. Most of our driv en hove oarer hod o serious accident Most s' them never will have. Every organ!ration earns an Rod ways and means of helping tee driven avoid haring that serious accident. We haptuve our performance by tilting a look at past performances and Vy pirlring eat the Saws and defects and marshes itax we've made. We hare a scries of colored slides taken it the scene of some of our most serious yriimv We made a detailed study of wore than ISO million mi . of highways operations and we use slides from some of she accidents that occurred during that operation. DRIVERS VIEW SLIDES We have started talking to our drivers along the tines of asking them to try to recognize what has taken place at the scene of a serious accident. We do rt^t draw con clusions: we ask than to look over the slide. We give them the facts, the evidence collected at the scene and they figure it out /or themselves. One slide shows an acodcnt that occurred on a straight highway of dry read, ideal weather conditions and in the daytime. The driver failed to recognize a hazard--a soft mound of earth graded up on both shoulders preparatory to having it rolled out and sodded. He moved along at the permissible speed, in this case at 43 raph. but did not recognize the hazard of this soft earth. He lost control and was forced to lave the highway. We have a doseup shot that impresses oar driver*. They tell us that every time they step into the cab of a tractor they are reminded that their cab can end up looking tike this. ' We thought that it was physically im possible for a unit that weighed 20.000 pounds and had 26,000 pounds of freight oa it, a total of 46,000 pounds to be lifted completely into mid-air without a collision. We found from our investigation that this unit left the road, hit this soft sod and traveled completely in mid-air and turned over and came down on the roof of the trailer. EXPLAIN LOSS OF BUSINESS Another slide shows a tractor and trailer taken out of service for a long time for repairs, while another tractor and trailer and driver are at the scene of this accident who would normally be delivering freight and performing service for our customers. A wrecker, the state police and cars moving past the scene are included which adds up to poor public relations. One shot shows an automobile that struck one of our units which was legally parked. Many of our drivers have gotten into the habit of wheeling into their favorite coffee stop and jumping out of the cab and dash ing ia for a cup of coffee and a little codvenation with the waitress without due regard to being legally and properly perked. In tins ease we were not liable. We show these slides to impress upon our drivers the importance of parking legally and safely. The man who was driving this car was drunk. He was thrown from the car and killed. But we had to prove, of course, that we were legally parked or we would have ended up paying out thousands of dollars as a result of *fci death. CUT SPEED ON CURVES Others show units that ended up off the highway because the drivers failed to re cognize the need for reducing speed on a curve ... a tractor taken out of service, a trailer taken out of service. Our customers are not getting the goods they want la time and we lose business as a result of this. We can point out here that if a vehicle had been coming from the other direction 47 19ST National Softly Congrttx we would have had a head-on collision and probably fatalities. As it was it was a non collision, the unit overturned. This driver failed to recognize the high way signs preceding this curve. He had gone over this route so often that he thought he knew it by heart and he tried to negotiate a 30 mph. curve at 45 raph.. which under these conditions was physically im possible. One accident was photographed to hdp us sell our drivers on the use of the tacho graphs. We have a tachograph on every highway tractor. Some driven complain about them as many of you know. In this case the driver of this automobile was late for work. Our driver had made a complete stop at a four-way stop sign. He shifted down after stopping, started to across the intersection and was struck by this car just at the landing gear of the trailer. again took a tractor and trailer out of scry, ice and delayed a shipment. Most of our drivers have told ns that when they look at this slide tbey visualize themselves sitting there between that steer, ing wheel and the rear of the cab. There isn't enough rocm for anyone of them tie matter what their sue is. This accident and another ooe illustrates two of our mot would have lost their Gvcs if they had been strapped down with safety belts. You may say that that's purely an act of God and well it say be. But the fact remains that this man was thrown from behind the steering wheel into the right front seat and as a result jumped out of that tractor and walked away. This picture impresses the drivers with the fact that it might have been their chest behind that wheel, between it and the rear glass. TACHOGRAPHS PROTECT There was a clear view from all directions before approaching this intersection. The first thing that the state police and the sheriff wanted to know was whether or not our driver had stopped. They assumed that he might have slid through the stop sign and therefore would have been equally liable for the resultant injury. One series of pictures shows another tractor accident--the only fatality in the service of our company. The driver left the highway during a snowstorm. He failed to recognize that decrease in visibility was a driving hazard. He continued to operate at 45 mph. when be should have either stopped or reduced his speed to possibly 15 or 20 mph. The driver removed the tachograph chart and gave it to the state police and sheriff. They saw then that he had definitely come to a complete stop. This one set of slides has dooe more than anything else to sell our drivers on the fact that the tachograph out protect them and it stimulates their acceptance of it .Knottier shot helps stress the importance of getting the load safely to our customers. The drivers realize when they sec this that we pay out a lot of money as a result of damage to our shipments resulting from accidents. CAUSED POOR RELATIONS This accident also occurred on a curve with a frozen shoulder. The driver came around the curve at too high a rate of speed. He was not hurt, but he tore down the telephone line serving the area which caused a lot of criticism. Naturally it was a re flection on him as well as the company. We VISIIIUTY HAZARDS He left the rood, travelled 309 feet in a straight line on the shoulder and we think that be was gull nkr power when be struck the tree. He struck it with such force that the trailer came is on the cab. the engine was shored back in the tab and he was pinned the beck. The steering wheel pintnid his lands to the desk board, crushed it against bis feet and pinned them to the floor boards. The man was alive following this acci dent and was coherent. He was concerned about bis family and rightly so because he had a wife and five little kiddles whom he just left a few hours before this and they were expecting him back the next day. Most of our drivers give this picture seri ous thought when we show it to them. Another shot shows the distance the tree penetrated into the tractor. It penetrated clear up to the fire walL Mon na don't realize the amount of force and energy that 46 Motor Transportation Industry they* have behind them when they cruise along at 40 or 50 mph. down the highway. Needless to say we pick the worst acci dents that we possibly can find. They're the most Impressive One accident shown does not involve our equipment. It involved an over-tbe-road bus. We show it because many of our drivers travel over the route where this ac cident occurred. This occurred at a blind rural intersection. The driver of a farm truck failed to stop for tbe stop sign. The bus driver was travelling leisurely but he failed to recognize the hazard that ex isted in the intersection. He did not reduce his speed, he was not prepared for what happened when he hit this truck. The front motor of the bus shot back past the front axle. The driver was tailed and several people injured. We have used these slides to good ad vantage. There are many people who think that this is a negative rather than a posi tive approach. We consider it positive be cause we get positive results. Our men have stayed around our safety meeting for an hour or two talking about these accidents. They never did that before. CONSIDERING VISUAL AIDS When we prepared the visual type ot accident scene presentation we asked our selves the following questions: --Do drivers resent this sort of presenta tion ? --Is this a negative rather than a positive approach to accident prevention? --Oeea thi give drivers an impression that will encourage them to be more cautious? --If there are any good results, could these same results be attained in any other maimer? --Does this tend to embarrass the indi vidual who actually had the accident? --Can the company benefit from this sort of detailed oo-tbe-scene investigation? --Is it practical to spend the time and money required tor this type of investigation? --Does tbe fact that you are self-insured or not have any bearing on this type of investigation ? --Will a detailed investigation pay off in accident prevention and a reduction in claims? --Arc there any other ressons to justify the time and expense involved in detailed investigations? --Docs a detailed investigation ever bring out facts about the equipment that would remain unknown otherwise? --Is this kind of investigation gives any consideration by the Interstate Commerce Commission? --Should drivers be spared the discomfort ot looking upon the venous accidents their buddies have experienced? --Does this help to convince the drivers who think that it can't happen to them that it might happen to them? Most of your drivers have never had a serious accident and most serious accidents were a first time experience for those who have fad them. --Is a visual presentation the best for maxi mum effects? If so, what subject matter would be more effective than past cddents 49 HUMAN RELATIONS--THE KEY TO DRIVER SUPERVISION by OR. GEORGE 0. HEATON Minister, Myers Perk Baptist Church, Charlotte, N. C, While human relations is the key to all supervision, human relations bears the same relationship to supervision tint pathology bars to the medical profession. Until the science of pathology developed, medicine was mere sorcery and magic. But then pathology gave the medical profession some thing sure and positive tor making diagnosis and applying therapy. The first basic principle of all human be havior is this: every attitude that a htanar. being is his lamed way of meeting hit needs. You will never get anywhere is the tong pull of making your drivers safety conscious unless you recognize that the at. tirades of human beings are our learned ways of meeting our needs. Human relations is no gimmick. Human relations is no technique. It is the pathology from which all techniques develop. When one understands the real meaning of human relations, he sees that it has a definite bear* ing upon everything from the moment that an employee is being interviewed as a pros pective employee on through his orientation, indoctrination, training throughout all of his supervisory experiences. CHANGING ATTITUDES Now thaw are only two sets of ceoditiofu on which my attitude* will ever be changed One is wbai I discover that my attitudes which 1 had Teamed m childhood and adoles cence will no longer meet ray needs in an adult world. The that I find that any attitude that 1 have will no longer meet my needs I will change that attitude; nobody can change it for me Human relations is the very' foundation of communication, of discipline, of handling complaints, of obtaining the participation of people. It is the pathology of supervision. If the pathology isn't right, the techniques are mere guess work. The second set of conditions is when 1 discover that I lave new needs for which I do not have attitudes. I have a son who lives in California. He married a year ago and my wife and | read the letters that his wife write* to us and since he's in that Hollywood section of California, we rally DEVaOPING TECHNIQUES If htsnan relations arc not right, our techniques are only, at best, haphazard. But with right human relationships, mas can find where the techniques that will not only cure some of the things that disturb us, but that will prevent these things from ever happening. So I would present to you Just a few dements is this human relations which is die key to driver supervision as though I were presenting some elements of pathology to the ntedical profession. These are demasts that we know arc true of human beings. When you accept these hasic principles, you can upon that iooedatloo develop adequate and satisfactory techniques not only for the supervision of drivers but for the supervision of all per sonnel. not only to eliminate accidents, but to reduce costs and improve service. wondered if it's oar son that she's living with. The man that she writes about is not the one we lived with. I'd get up every morning at four at home. That's when he was coming to bed. We shared the same bath and he'd always be with me and say, "Boy, l`d never work that hard for a firing." I preached to him: I lectured to him but he was allergic to hammers, saws, lawn mowers and was sensi tive to anything that involved work. But now our daughter-in-law writes about a man that she's living with who's mad* all the firing room furniture, who gets a? at four o'clock every morning and goes work. She *ys he's any son. But yon see to didn't have any nods that required those attitudes as long as I was feeding hsra. But when he got her and became a bmtoiel he found that he had some needs for which 50 Motor Transportation Industry he didn't have attitudes, therefore, he which no other person in your company changed. can make. Now this is the tmderfined principle to change the attitudes of people, and attitudes on be dunged. You have to build ou a sound pathology, you can't go around with any crack patoit medicine remedies. You have to understand how people do change their attitudes by the statements that have been made to you. For his memories are different from the memories of everyone else and there isn't any problem of safety, there isn't any prob lem of reduction of cost, there isn't any problem for improvement of service but that this individual regardless of his aca demic background can make a unique con tribution to the solution of that problon which no other human bong can make. RESOURCE FOR THINKING This is the rat dignity of man and th That's the first part of the pathology. pathology of supervision dictates that if The second thing U this: every human you want the cooperation of people, you being has only one resource for thinking, must give meaning and purpose to what ju>t one. That resource ia the accumulation they do tn work by recognizing that uni of all his past memories of his experiences. queness in their dignity, that uniquoicss There is no such thing as a bolt out of the whereby they can make a contribution to blue. There is no such thing as an idea the soiutioQ of problems which no one else that's unrelated to a man's past experiences. can make. The only way that you can think and the only way that anyone else can think is by REMEMBER--EVERYONE'S UNIQUE marshalling the memories of (us past ex If you don't do it yon can't pay than periences to bear up on a problem. If you will understand that all human be havior in its thinking process is but the use of the memory of past experiences, then you can make sure that your people will have experiences out of which the)* will be abte to think, and to think in a pattern of safety. But, if they are denied the experi ence* which can be used as memories in thinking they will be unable to think as they move along a highway. Now, this is the pathology of supervision and the third principle is that every human being is a unique. Every human being U a unique individual. God has gone to great pains to make you and every driver differ ent from every other human being. Out of the sexual process of reproduction tn which two microscopic cells unite in one cell and that it divides and divides, billions of people have been born and no two of than ever looked identical. A very profound thing. high enough wages, you can't give them enough fringe benefits, you can't give than enough security that they will ever be any thing other than sullen and antagonist and non-cooperative. You have violated that basic dement in the pathology of htsnan relationship* that God made me unique and I can do something and think thoughts which no other bunas bring can do. Now that which scons to destroy this pathology more than anything else, that which seems to destroy good human rela tionships more than anything else is that which is described in this brief passage from the Bible: "Bod your ear to this knowledge that caution may be your safeguard and pru dence may take care of you. Keep hold of caution and sound sense that they may save you from the loose woman. Her Up* drop booeyed words, her talk is smoother than oB itself but the end with her is bitter as poison, sharp as a sword with double edge EVERYONE CAN CONTRIBUTE But what is more profound is that no two human beings have ever had the same experiences: no two human beings have ever acquired the same attitudes, the same habits, the same preferoices. If you forget every her feet go down'to death, her step* leads straight to the grave. The high road of Ufa is not for her. shifting and slippery are her tracks." Who U this loose woman? IT! give you her names for she has many slows, Sto thing else, remember, that every human be is mistmdentanding, she is misjudgment, ing who works for your company can make she is miscalculation, she is misinterpreta a wrfnkilUn to the solution of a problem tion. she is mistcaching, she is mistake. SI 1957 National Safety Congress Whatever her name, she's a dangerous woman. She destroys the relationships among mm that enable men in full dignity to grapple with their mutual problems and If yon will bat the basic dements in the pathology of supervision you will be able to bmJd vow own techniques which fouoded upon the truths about people win enable you to accomplish what is the goal of an management-to get aa important job done with the help of other people. It's not only bard to do it without their help, often it is impossible. Good human relationships is the way that you get the help of other people to do as important job. DO WE DRIVE AS WE LIVE? by DR. PRESTON BRADLEY Paster, The Peeples Church of Chicago, Chicago When talking about safety you only have one theme and aU you on possibly do is a variation upon that thane. The effectiveness that won't have a headline "Doctor Bradley Arrested As A Thief." That's new*. Until we can bring sufficient pressure on of what you're saying win depend entirely those who have the power of creating public upon your capacity to create the variation. opinion in your field and is mine and in I'm chairman of the Library Commission every other area which affects the human of the Gty of Chicago and chairman of the personality this is going to be an uphill Mayor's Commissioo on Human Relations battle. and a mender of the lUhans Prison lavestigation Commission. Tv* gives a great deal o{ my life to enterprises with a civic cir cumference. But. t get a little tired about the constant undignified references to Chicago. If they would only tell all the truth'it wouldn't be so bad. We are in an era where accidents, mur ders, immorality, eonupdoc aod sin are news. Goodness and truth and achievement are not yet news. They do not possess the dramatic quality of news and that happens in this matter called publicity. Let me tell you what I mean. I could lecture giving the best of my mind, the best of my think ing. the best of my energy. I could project my ideas to the best of my limitations which are many and nobody would pay much attention. Every editor in the city of Chicago is my friend. But the probabilities are that no matter what I'd aay while I have this opportunity, it won't make any headlines. Nobody will care much about it, nobody. PUMJC OPINION IKINGS ACTION The greatest force and power in a demo cratic society are the newspaper, the lec turer, the educator, the person who has the responsibility of creating public opinion. For public opinion leads to action and action leads to destiny and destiny is where we are all involved You can have a technical appreciation and technological educatioe of the whole prob lem of safety. You can exchange ideas at national Congresses; you can discuss the by paths; you can do all that But you and I must find the way in which we can touch that intangible power in a democratic society in which every problem is involved in the creation of public opinion. Just as the present cold war of the world --a 'war of missiles and satellites--is not a cold war in which the national boundary lines of unimportant nations we involved or tittle inarticulate people. It's not merely a cold nr in which the representatives of the free world argue'and meet and discuss THIS MAKES NEWS But, I can put my name m one inch letters oo the front page before right o'clock tonight of every newspaper published in the city of Chicago with no trouble at alL AH l have to do is artfully get my fingers h your pocket and get yonr wallet and pot it in mine and then go around aod visit souse more and get in and get another wallet and get four or five of your wallets and start out of here. The bouse detective gets ate going out the door on La Salle Street and says, "Doctor can you step into the office a minute.* He finds your podeetbooks m my pocket. There isn't a newspaper in die city of Chicago in the United Nations. Fundamentally, it's deeper than that This cold war is a war for the human mind. When we come out into the area is which the most valuable thing in the world in involved--a human fife1 we've got to become more basic -and more fundamental than l sometimes think we are. It isn't enough to have a technological understand ing of the problem; it isn't enough to have a machine made with honesty and Integrity in your control. Have you ever thought that there never was a perfect machine yet that could not be destroyed and wrecked by an imperfect machinist? The integrity of the machine S3 /<W .Va/iW Safety Cantjrest today U beyond question. Never were the manufacturers more honest; never was there less cheating in the actual prrxhtct of trans portation. All of the great industrial equipment of the nation in the creation of the wheel, which is the symbol qf the whole problem, were never more integrated with the basic honesty than they are today. 1 am famiiiar with a great many of them, a great many of the manufacturers, a great many of the techniques that are used. As an outsider who knows nothing about the technical aspect of safety 1 want to suggest to you something deeper; something more funda mental. PURE ACCIDENTS DONT OCCUR 1 don't think that there has ever been a pure accident. I am not one of those who accept the philosophy of fatalism, I am not a fatalist in my theology and I am not a fatalist in my philosophy. And 1 have lived a loos tame ia the heart of a population of three and a half to five million people and I'm face to face with this problem every day. Perhaps I should tell you 1 never drove an automobile. I've been guilty of many things in my life but I've never been behind the wheel of an automobile. I've had an automobile every since there have been any and I have one today. But I have never driven an automobile in my life. Right now ( imagine some of you arc thinking, "What in thunder does he know about safety?" Xow don't be too ure. As one who doesn't drive, my opportunity to observe my chauffeur and the other fellows on the high way is pretty acute. Don't you discount the authority of that observation. SAFETY OEFENDS ON PERSONALITY 1 think that many times we've been a little wrong in our emphasis about some aspects of safety. When you resolved it all down to its final point it is a matter of personality. It's just a* simple as that! It's a natter of personality! I submit this observation to your consideration for you are most deeply concerned. Something happens to very man who gets behind the wheel of an automobile. Some* thing happens to him, psychologically, and 99 per cent of the accidents both fatal and of tittle consequence can be traced to a personality* defect, a fundamental personality defect. 1 have written eight books, two of them on the human personality and f think in this field I speak with some element of authority. I'm dealing all the time with the human element--the element of personality. T have never yet seen a situation which could not be traced to some defect in the personality. That means that over the long pull with the ever increasing opportunity of speed on the highways of America, and with the application of the scientific aspect of trans portation which the experts are giving to us in the creation of the great freeways of the nation, we still have much work to do in the matter of driver's personality. Last week I was speaking in Los -Angeles and a friend of mine who was interested in this very subject took me out on the high ways and freeways around Los .Angeles. It was p never to be forgotten experience and in a matter of just rwo or three hours, I saw three tragic accidents in which the lives of eight people were involved. . . . BECAUSE OF HUMAN FAILURE When we followed through the investiga tions that came later, it was not alcohol or the like, it was human failure--lack appre ciation of the rights of the other driver. Obviously, no man should ever take the responsibility of atl of his faculties. And. those faculties should not either be depressed or encouraged by an artificial condition. When a brain is befogged with alcohol, even a microscopic presence of alcohol that you could hardly delect on the breath, there is a psychological reaction in the person'* will and judgment. The idea that a person has to be so drunk that he staggers or that he weaves in traffic in order to come under the classification of intoxication U ridiculous. You can't take a spoon full of alcohol in a position of respon sibility like that and not have a direct affect upon jour will and your judgment I think that there is an area of education in that field that sooner or later we've got to do something about. It isn't enough to treat it as objectively as it is being treated today. If the job is really going to be done in the presence of the trend to create more power in an engine, it will rake more regula M Malar Transportation Industry tion ia the state legislatures aad assemblies of our country. The paradoxical situation of most state legislatures talking about 65 daylight and 60 night time and putting in creased limitations on speed and ia the meantime the manufacturer providing more horsepower is creating serious situations. I'm not so sure but what it's dangerous (o put into the highway an instrument in the hands of a man who depends upon some thing called quick pick-up knowing that under him is 300 or 300 horsepower, that be can take a chance ta any spot because he knows it's there. I don't think we're beginning early enough to teach safety. This is a power age. Every kid is smitten by the power bug. I've got a nephew that's already talking about space flight He explained to me the other day how to make a platform m the moon where they can land. He's got it ail figured out Of course. 1 don't get as excited about thoae things as a toe of people. This little piece of tin running around the globe in an orbit doesn't bother me I don't know why anybody bothers the poor old moon or Mars or any of tbc rest of it. I think we ought to be doing something about this earth first TRAIN PEOPLE EARLY If we could have saved this money, half of the billions the taxpayers of America pay, to begin this problem of psychological training for the individual at the time we should be at It and not wait to do the job, we'd get the job done. We should be getting at this problem in the earliest grades of schooL We need to study the human personality: we need to develop the whole philosophy of one's reactions and reflexes and responses which arc involved in any moment of emergency. What's the test of a man's character anyway? If we should have at this moment some great catastrophe; if there should be an explosion; if this roof would start falling in--we would all be experiencing some great emergency. Let me see you in the first minute of that emergency and I'll read your character. Let some tragedy come into your life in the next 30 minutes. Let something happen and let me see how you handle that and FA tell your character. Most of us can be honest most of the time. Most of us can be true to one woman most of the time. Most of us can pay our debts most of the time. Most of us are pretty decent most of the time. Most of the time doesn't matter, it's what we are the rest of the time that matters, not most of the time. EMERGENCIES REVEAL CHARACTER A person is fundamentally what be does and how he responds and how he reacts in an emergency. If you can shape the human personality early enough to build a fortifica tion for the emergencies of life you've dime something to transform the whole area of our modem world. This is a battle for personality and that's why I think that there are psychological tests that are now so definite in their char acter and so unimpeachable la their authen ticity that I should think we would require a psychological analysis of each driver's personality. There are people who have most of the major requirements but are so sufficiently defective in fundamental requirements that they go to pieces and you wonder why a sodden flare up in the highway happens, when sudden anger arises. If my chauffeur who's been with me for many years ever told me I had the right of way. I'd fire him. There isn't any right of way, fundamentally. There is only a right way and yet there are those on these high ways whose character becomes suddenly transformed and anger comes quickly. That's part of hss personal character. FOWER AGE GROWING It hasn't anything to do with his ability to drive or the principle of safety. It's a psychological factor in that person's life and I think we're wasting a whole lot of time and a peat deal of our emphasis: first, by not beginning early enough. This is a power age and it's going to increase in power as the days go by; we haven't even started yet The automobile itself will undergo such a great transformance in the next 25 yean that none of you would hardly recognize it today. Safety problems are going to in crease not decreases Let us, in the great xra of the mind and in the psychological 55 195? Xotional Safety Cengreu aspect of it, recognize bow important that phase is, too. You let me see a person in traffic with responsibility and let me sit along side of him and analyze his reactions and I win grade that person's basic responsibility and understanding of safety to an uncanny de gree of perfection. Let me see his reflexes and hts responses and I will ascertain the quality of his understanding of safety. If pride and self-importance and right of way and all such factors are predominant, he's dangerous. And sooner or later hell have trouble. Of die awards that we have made in the city of Chicago for safety, and I've been making them to the Police Department and the Fire Department and to other institu tions in oar city, the recipients have been the most highly integrated characters in the departmattL A mas for safety is an integrated per sonality. He's a mas who is completely in control--first of his mind, next of his emo tions. next of his body, so that he Is in control of every given circumstance. That man knows and practices safety. Let us have more of those kind of menJik REPORT OF THE NATIONAL FLEET SAFETY CONTEST COMMITTEE by K. . COX chief, Section of Safety, Bureau of Motor Carriers, Interstate Commerce Commission, Washington, D. C Each year we report the current National Fleet Safety Contest, bigger and better than the year before. To some, this might sound repetitious and uninteresting. We know. However, that the situation indicates progress both in vohsnc of aeddau data and in the accident frequency rate of reporting fleets. The mileage of participating fleets increased 215 million miles m 1957 compared to the previous year. yet. accidents dropped 200. The result was a decrease in frequency rate of five per cent. The average frequency rate of 1.51 acddeits per 100.000 mites operated is the second lowest frequency rate in the history of the contest. It is only exceeded by the 1954 1955 contest rate of 1.44. Records of winning Sects were verified hy personal audit for the seventh year. The largest number of contestants were checked hy audit than ever before The 325 audits represent over 93 per cou completion despite the difficulty of obtaining representatives of ihe contest committee in each state. Canada and the Territorial Hawaii. From the audit work sheets reviewed by members of the contest committee, it was found Um 70 per cent of the contestants were certified exactly as they reported to the contest. Twenty-one per cent of the audits resulted in some change up or down in mileage or accidents and in nine per cent of the audits, the contestant dropped out of the running. 250 AWARDS PRESENTED More than 2S0 awards are being presented to contestants in the 1956-37 National Fleet Safety contest These consist of first second and third place awards as wet) as perfect record certificates To each of the winners, we extend our heartiest congratulations and to the run ners-up our hope for improvement during the coming year. To every contestant who participated in the contest we offer our thanks. Needless to say every contestant cannot he a winner. Yet. every fleet that improve* its record in each succeeding year is a winner by virtue of ravings to the company in dollars and lives.^ 5h 57 OFFICERS OF THE COMMERCIAL VEHICLE SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairmen--F. S. LAKE, director of safety. Interstate Motor Freight System, IncTM Grand Rapids, Midi. Viet Chairman--KARL SCHULZE, senior safety engineer, Standard Oil co. of California. Western Operations, Inc, San Francisco, Calif. Secretary"-L. F. PURVE5, superintendent, Toronto Star. Ltd, Toronto, Ontario, Canada Immediate Past General Chairmen--K. X, BEADLE, director of safety. Pacific Inter mountain Express, Oakland, Calif. Standing Committee Chairmen: Program--S. E. NELSON*, superintendent of safety, Burlington Truck Lines. Jnc,, Gales* burg, IIL Contest--J. A. DiPEW, director of safety and personnel, Dohm Transfer coTM Rode Island. IIL Driver Award--X. J. BLEAU, safety director, Automobile Shippers, Inc, Detroit, Mich. Membership--I. W. JACOBSON, director, accident control dvTM F. J. Boutdl Drivany coTM fnc. Flint. Mich. ' Regional Chairmen: Central--J. tL WASPI. director of safety and driver personnel. Allied Van Lines, Inc. Broadview, IIL Eastern--B. A, RENXOLDS, safety director, Virginia Stage Lines, Inc, Charlottes' riJIe, Vo. Southern--W. L. FRIGOX, director of industrial relations, Hetmis Freight Lines, IncTM Winston-Salem. X. C. Western--A, S, LOMBARDI, safety and personnel director. Western Truck Lines. LtdTM Los Angeles, Calif. Membert-ot-large: Central: E. M. BARBER, director of safety and personnel. Scherer Freight Lines, Inc. Ottawa, IIL; J. L. CANTRELL, safety manager. Miller Brewing coTM Milwaukee, Wis.: E. A. HATFIELD, safety director. Coca Cola Bottling coTM St. Louis, Mo.; R. L MOSIMAN. director of safety and personnel, Rlss & eo, Inc, Kansas City. Mo.; G. K. ROSS, director of safety and compliance Froten Food Express, Dallas. Texas, Eastern: T J. BIDDLE, administrator, motor vehicle safety, U. S. Post Office DeptTM Washington, D. C.; \V. A. DUFFY, director of safety and personneL The Davidson Transfer & Storage coTM Baltimore, Md.; C E. EHRENBERGER. manager, operating deptTM Standard Brands. Inc. New York, X. Y,; J, W. LUMPKIN, manager, safety. Railway Express Agency. IncTM New York. N. Y.; G. L. SMITH, assistant rice presi dent. Motor Cargo. IncTM Akron, Ohio. Southern: W. W. CARTER, director, safety and personnel. Johnson Motor Lines. Inc. Charlotte X. C.; H. R. GRANT, JRTM safety director, Deaton Truck Lines, Birming ham, Ala.; J. E. REID, director of safety and personnel. Central Motor Lino, Inc, Charlotte, N, C.; E. J. STEVENS, transportation manager, Atlanta Newspapers, Inc, Atlanta, Go.; H. T. WALTON, director, dept, of safety, McLean Trucking coTM Winston-Salem, X. C. 5S Western: J. L. HUGHES, director of safety. Southern California Freight Lines, Los Angeles, Calif.; H. B. LOWDEN, plant safety supervisor. Pacific Telephone St Tele graph coTM San Frandsco, Calif.; B. E. McEXTEE, general safety manager, Denver Chicago Trucking coTM Inc, Denver, Cota; R. 0. OLSON, safety director. Dan Dugan Oil St Transport eo., Sioux Falls, S. Dak.; W. C. TAYLOR, director, personnel and safety, Ringshy Truck Lines, IncTM Denver, Cnk*. Counselors: W. M. AICHER. employee relations, U. S. Brewers Foundation, Inc, New York, X. Y.; X. E. A1KIN, director of industrial relations. Commercial Motor Freight, IncTM Columbus. Ohio; C. D, CALKINS, director ot safely, Pacific Motor Trucking co., San Francisco, Calif.; E. G. COX, chief, section of motor earner safety. Interstate Commerce Commission, Washington, D. C; E. .1. EMOX'D, director, automotive safety. Armour and ca, Chicago, ill.; W. T. GOWENS, director, safety and personnel, Pilot Freight Carriers, IncTM Winston-Salem, N, C; H. K. HALBROOKS, director, accident prevention divTM National Automobile Transporters .Assn., Detroit, Mich.; A. L. HAUCK. director, safety and pubtic relations. Transportation Underwriters, IncTM Indianapolis, Ind.; J. P. HIGHTOWER, director of transportation and safety. The Greyhound CorpTM Chicago, II!.; H. R. HOSEA, director of research. National .Assn, of Motor Bus Operator*. Washington, D. C.; M. R. JENSEN, vice president. Consolidated Freightway#, IncTM Indianapolis, Ind.; E. B. KELLOGG, secretary. Milk Industry Foundation, Washington. D. C; W. G. MACINTOSH, manager, engineering deptTM Hartford Acci dent and Indemnity coTM New Yoric, N. Y.; A. E. NEYHART, administrative head, The Pennsylvania State University. University Park. Pa.; R. N. PAPICH. safety consultant. .American Gas AssnTM New York, X. Y.; F. J. WIRKEK, director, safety and personnel. Interstate Bakeries CorpTM Kansas City, Mo. Stag Representative: AL FINCH, National Safety Council, Chicago, III. 59 Other Volumes in this Series 1957 | IURRENT SAFETY TOPICSUsers of this volume will find much value is its companion volumes. Here is the list: Volume 21 Vol.No. TITLE Stock No. 1 General Sessions and Detailed Index to all Volumes............. .. .............. 01127--! 2 Aviations Aeronautical Industries Section A Air TransportSoeb'on......... 02127--1 3 Sasic Steps in Accident Prevention............ ....................... . 022.27--3 4 Content and Quarry Industries.............. . ... ....... .................. ......... .. ........... 022.27--* 5 Chemical Industries ................................................................ ....................... . 022J7--* 4 Coal Minins Industry............. ...................... .....................................................02217--4 7 Caortmetian Industry and Pvhlis Employment (PublicEmployee Section)... 027 27--7 B Electrical Equipment Industry end Public Utilities.......................................... 017 77-- I Perm Safety ......... ................... .............................................................................02217--f 10 Fertiliser Industry .......................................... .......................................... 02217--10 11 Food. Meat P--ting A Leather Industries, Trades andServians...................... 022 27--11 12 Glam aed Ceramic* Industry and Rubber Industry............................. 02227--12 13 Heme Safety . ........ . . ,. 027 77--13 14 Industrie! Subject Sessions (Spensered by ASSE)............................................02117--14 15 Labor . 14 Maritime Industries (Marine Section) .. .. 17 Metals Industry . 02217--15 02217--14 02217--17 it Metals Products Industries (Automotive and Machine Shop Section Power Prose and Fcrging Section)................................ .......... 02217--IS If Mining Industry................... ........................ . ................ 02217--If 20 Motor Transportation Industry (Commercial VehicleSection).............. .. 02217--24 21 Oeeupettonal Health Nursing Section....................... 02217--21 22 Petroleum Industry 02217--22 23 Printing and Publishing Industry ........................................... 02217--23 24 Pulp and Papas Industry................ 02217--24 25 Railroad Industry ............................................ ... ........... .............. . 02217--2$ 24 School and College Safety.................... 02217--24 27 TrafBc Safety ........................................... <0217--27 24 Transit Industry ........................ .............................................................. 02217--2S 2f Weed Products and Textile Industries ........................................................ 02227--27 30 Early Morning Sessions, "Human Relation* and MaivMaftaftmeni"............... 02217--M OCCUPATIONAL HEALTH NURSING SECTION PRICES OP EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 lo 24 pages 25 to 48 paces-- 49 to 96 pages-- Over 96 pages-- t to 9 copies Each $025 J5 .45 .60 15 10 to 99 copies tieeh $020 28 J7 10 .75 100 to 999 copies Each $0.17 2$ ,JJ .45 10 1000 or more Each $0.17 15 M .45 ID Complete set of Current Safety Topics (JO volt.)--$9.50. Stock No. OZ2.17 All prices shown arc subject to a 10 per cent discount to National Safety Council member*. Transactions of the 45th National Safety Congress (October 21-25,1957, Chicago, III.) NATIONAL SAKTT COUNCIL 42S NORTH MICHIGAN AVt. CHICAGO II, ILL. asoensoa >< < >. tzi^j--?e 60 NATIONAL SAFETY COUNCIL 429 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Introductory Remarks..................................................... Emergency First Aid Programs In Industry................ Asphyxia In Industry.......................................................... New Trends In Occupational Health Programs..................Dr. H. Glenn Gardiner 14 Some Current Aspects of Medical Quackery. Officers 19 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas (or helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced art atomic age which is bringing the continents closer and has made the earth a smaller world. And now man antidpates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life; occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress sfer-i ~s and exchanges of ideas. Each volume is a handy reference to differcr: tses of accident prevention. The complete set of volumes are listed on t! n page of each volume. Sine* the proceedings have l,-*.:, ited and condensed for reference purposes, the complete original manuscr.,, .vith any charts or illustrations used, are available in the National Safety Council files. Mews expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE OCCUPATIONAL HEALTH NURSING SECTION This volume is a record of the sessions held at the 1957 National Safety Congress by the Occupational Health Nursing Section. The Conduct of these Congress session* each year is only one of the many cooperative activities which the Occupational Health Nursing Section came* on in behalf of its members, and for the benefit of aeddent prevention work in industrial nursing generally. The Section gives guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of industrial nurses. The activities of the Section are under the direction of its executive committee, the members of which are listed at the close of this volume. 5 INTRODUCTORY REMARKS by VERNA PASKUNA. R.N, 9mral ChalrmoB Oww Illinois Glass e^ Sfautor, 111. There hu been a session for nurses at the Congress since and the third congress in 1915. This is proof that the National Safety Council recognized early the importance of the nurses' part in the accident prevention program. The fact that the nurses petitioned for a Section indi cates that they wanted to talce an active part in the overall objective of the samely accident prevention. This year a call has been sent to the nation to "Back the attack on traffic acci dents" and we as nurses have a big re sponsibility in this endeavor. The drive will be successful if we never overlook an opportunity to speak a word of caution, educating the impulsive to take care, guarding against the hazard* so well known to all of us hot so frequently ig nored. To os accident prevention should be an ever present activity. Like religion it should be practiced every day and tn every act we perform. So team work again becomes the impor tant factor. Each and everyone of us in the safety movement should join forces to help eliminate these tragic accidents on the highway that bring grief, pain, reduce man's earning power. All these factors affect production in industry. As occupational health nurses we are in a strategic position to promote health and safety off the job as well as on the job. May you return with new ideas and zeal to help carry out this program in your own areas after attending this 45th Annual Safety Congress, and the 43rd in which the nurse* have act m special sessions. These meetings arc set up primarily that those in attendance may derive some benefit from them and help you do a better job. I want to express my heartfelt thanks to each and everyone oo our committee for the time, interest and ideas they have con tributed for the good of the Section. We are grateful to the staff of the National Safety Council for the moral support given us arid especially to David Arm and his industrial staff and Miss Jane S. Weir, R_N, our Section staff representative, for their fine help mid guidance. ^ EMERGENCY FIRST AID PROGRAMS IN INDUSTRY by EARL H. SREON director. First Aid Service, American National Red Cross, Washington, D. C Most people are satisfied that the defini tion of First Aid states the issue. This is far from true A history of more than a half century of experience keeps insisting that the remedial values of First Aid educa tion are about 10 per cent of the total and that preventive values are 90 per cent of the total. Good safety edumtion programs are con cerned with CAUSE--EFFECT--and PRE VENTION of accidents. First Aid educa tion is concerned with these three and adds the all important fourth--CARE. Because we deal with humans, we must face the fact that preventive measures can only reduce accidents-to * certain unspeci fied and then only under controlled circumstances. The uncontrolled situations create enough injuries to warrant training people in simple remedial measures. PRE VENTION then is a primary goal of First Aid education. Ih addition there are certain emergencies such as severe hemorrhage, suspension of breathing and ingestion of poisonous sub stances when immediate action is imperative 7 1957 National Safety Congress Teaching lifesaving skills is a secondary goal of First Aid education. When an acddent happens, the victim suddenly has new problems and needs. Events seem unreal or remote and his mind is dull The emotiqnai reaction associated with a serious accident subsides only grad ually. The first aider is taught to deal with the whole situation,, the person, and the in* jury. He knows that handling injured parts should be avoided if possible and move ment of the injured person should be at tempted only if surrounding hazards pose a threat to life The third goal of First Aid training then is PROTECTION OF THE INJURED. REMEDIAL VALUES FIRST AIO TRAINING Emergency care cannot be confined to the health room or First Aid posts throughout the plant. A severed brachial or femoral artery will not wait for the nurse or doctor to come from a remote part of the plant before it starts to bleed. Paralysis of the respiratory center, accidents excluding air from the lungs, or inhaled gases that dis place oxygen is the blood stream are ex amples of the need for action on the part of those at the accident scene. How much time do you have after breath ing stops, before brain damage occurs, and loss of life is imminent'--cot much tune--a few predous minutes. The same is true of accidental oral poisoning and chemical bums, especially those bums involving the face. Industrial emergency First Aid programs must teach all personnel what to do in these emergencies. The industrial nurse can and does pby a vital role in planning good programs by (1) conversational teaching, (2) lectures, and (3) posting visual aids. But one additional step is necessary. The employee most prac tice safety sltillt (including First Aid skills) if retention is to be good. Studies in other areas confirm the fact that participation is essential if the learner is expected to re member motor skills for eras short periods of time. If we can agree that simple First Aid procedures for use in dire emergencies are a basic requirement for each employee, the next step involves areas of team work to handle skeletal injuries properly. If your plant is one where injuries to the long bones of the body, the back, and the head are high, your emergency care program should include training groups to transport the in jured. When movement of a victim with a skeletal injury is attempted by a group of three or four even with some previous training, lack of team work often may bring disastrous results. It is not an easy task to keep the body joints locked while moving a victim to a supporting frame or litter for transfer to the health room or dispensary. Those in volved tn the task must know the principles involved and be able (o work well together. A competent leader for the team is essential. Selected, identified groups should function as units when acddent victims must be transferred from any section of the plant to the health room. The third step extends benefits beyond the four walls of the plant--to the employee's home and family, to his community, and to his own off-the-job activities. The same remedial values apply here. The lifesaving skills teamed in the plant are brought to the home to be used, not only by the employee, but members of his family too. The remedial aspect of First Aid training in industry should add up to these three things: t. Training every employee in lifesaving skills. 2. Group training to provide essential teamwork for handling transportation of the severely injured. 3. Extension of the program to the fam ily and community. One final word about remedial First Aid. Advise changes frequently and sometimes drastically. Keep up to date. PREVENTIVE VALUES OF FIRST AIO TRAINING Tbe primary objective of First Aid train ing is prevention of accidents. The acddent prevention impetus comes from active par ticipation ax, not passive acceptance of a program. When tbe learner associates falls with fractures and practices immobilizing these hypothetical fractures on friends and co workers. the association becomes deep-rooted and awareness of consequences of falls be come something tangible. A motion picture 8 Occupational Health Nutting Section or a lecture is a weak sobeticaab. Safety awareness generated by participation in first aid skill activities is a tasting thing, ft is "portable*'--it pies with the owner. It has wide range of application ca-tbv-job and off-the-job. First aid onset core *3 the Ss, but it can cure some of them. Tbe whole plant safety program is made op of many iugiedimts. Emergency care i* cne of these and emergency first aid programs play si im portant role. Those who say First Aid is an "after the fact" activity just haven't had experience with it First Aid training 'happens the desire for safety. Safety doesn't stop wins the acddent occurs. Minor accidents do not become major ones and major ooes fatal when baric principles of canng for injuries are under stood and applied. Since 188? when the Red Cross first became interested m this activity, these preventive values have been a by-prod uct of First Aid training whether by intent or not. The following equation is not for thermoneudear explosions but for simple human engineering. MAN + MOTION = ACCIDENT MAN + MOTION + JUDGMENT = ACCIDENT MAN + MOTION + JUDGMENT + TRAINING = ACCIDENT MAN + MOTION + JUDGMENT + TRAINING + DESIRE = ACCIDENT With each addition the accident is post poned. made smaller and less vicious, but tbe acddent never leaves the equation as long as MAN AND MOTION are In volved. Good "Emergency First Aid Programs in Industry" are: tailored to fit the plant needs part of tbe safety program part of the health program and in small industries they may be the total pro gram program with carry over value to the employee's family contributing to better community life creating targe groups of self reliant people who should act better In emer gencies such as disasters, man made or otherwise Building programs that do these things requires complete understanding at the oper ating level and complete support of manage ment. The physician, the nursft the safety director and the employee must cooperate for the good of alL To the industrial nurse--participate in formal and conversational teaching of em ployees, and each time you do this, have the man's family in mind. Show him how his training and skills can be adapted to his home life--belp him to become more inter ested in first aid and safety. There isn't a higher dividend obtainable in any other com pany project. A Handling Problems of ASPHYXIA IN INDUSTRY by JOHN DUNNS sales manager, medical and hospital dept. Globa Industries Inc. Dayton, Ohio In a popular radio eemnucaL a voice on the phone asks a harassed J.B, "Arc you immune?" Is a startled voice he asks, "Immune to what?" The answer back, "Immune to odor i"g bacteria on the skis." We're not interested in bacteria, whether they cause odor oa the skh^ but whether you are immune in year plant. Immune to what? Immnse to acridimts causing as- byxza. During the last war. a plant manufactur ing delicate instruments must have thought they were sorely immune to such cases. One 1957 National Softly Congress (right, however, a maintenance man set about repairing a test bench of one woman em ployee. His shoulder touched an electrical grid, has leg was touching a metal bench leg. The result was, according to the coro ner's report "Death caused by asphyxia due to electric shock.'' Then they knew their plant was not immune. Several weeks ago, the manufacturers of a popular brand of coffee awakened to the fact that they weren't immune when sixty workers were overcome by inhalation of trichlorcthylcne escaping from a Elghteca were hospitalized; fortunately none died. These purveyors of pleasant aromas of coffee may have thought they were im mune to asphyxia. Management can take positive steps to render plants as free from this type of ac cident as possible. In order to do this we fell back again upon the "Triad of Safety." This three pronged attack on asphyxiating accidents we plan to use is composed of three parts: Detection; Protection; Treatmsit DETECTION The ideal way to prevent respiratory emergencies is to detect the causes at the source. Instruments now available permit the safety engineer or industrial hygienist to detect carbon moooxide, hydrogen sul phide and other harmful ruu down to three or four parts per million. This equip ment is portable and its use is only common Hme Routine checks with these instruments will determine the presence of most poten tial killers. The men can be alerted to the danger and protective measures can be taken. In the case of the preface of carbon monoxide the instrument will give warning of the need to ventilate the garage or other area where internal combustion engines are used or "Vhere carbon monoxide from any source might be present. Of course these instruments are most use ful to determine teaks and give early warn ing of the presence of toxic atmospheres. They scarcely can be expected to predict a fulminating escape of gas. It is safe to as sume usually where there are traces of gases there is the chance that larger amounts may be present later. Detection therefore; is of utmost importance in every industry. It 10 should be part of every far reaching safety or industrial hygiene program. Great advances have been made tn this department of the "Triad of Safety" fat the past 10 years. Workers used to depoid ao the dubious protection of filter type masks. They now can rely on sir supplied, selfcontained air or oxygen masks and work in safety. Since these units are independent of the surrounding atmosphere a man can go into a very toxic environment or one com pletely devoid of oxygen and perform his dudes with complete confidence. PROTECTION The use of these masks also makes passi ble the immediate rescue of victims who have been overcome by gas or fumes of any sort While much work has been done to educate the men to use this equipment, a lot more can be done. If there is any doubt in the mind of a foreman about the pres ence of gas he must be educated to insist on the men donning protective equipment to do a job. Selecting the proper type breathing appa ratus for various jobs will make teaching the use of this equipmeit easier. Using a half hour apparatus which weighs over 30 pounds is not justified for a short inspection job. By the same token where he has to work in a toxic atmosphere for several hours the worker needs more *" a half hour apparatus but he should not have to carry a heavy load on his back to get his supply of fresh air or oxygen. There are other jobs which can be dene ideally with the traditional half hour demand apparatus. It is incumbent on the supervisors and safety personnel in the plant to analyse the jobs to fit the mask to the work ft is best suited. It is incumbent on the mask manu facturer to put a variety of at the disposal of industry best suited to specific jobs. These manufacturers must give thought to comfort of the mask, proper distribution of weight, greater safety for the mask wearer and on continuing developmcrt pro gram for improvement of this equipment Thus the safety men in industry and the manufacturers can jointly contribute to a better mask program. Education aad devel opment can go hand in hand to prevot ac cidents and aid production. Occupational Health Nursing Section TREATMENT In considering treatment of cases of as phyxia, it would be well to list the most likely causes. Industry today is faced with many more respiratory hazards than were present 25 years ago. Complex chemicals used in manufacture of plastics, development of synthetic substitutes, production of com ponents of atomic energy, are just a few of the situations now integrated into our manu facturing picture which make the atmos phere more hazardous., Many plants have increased their electrification a hundredfold n this period, and thus hazards from elec tricity have multiplied. Another element in the over-all picture is the introduction of thousands of new work ers into new jobs where they are not ac quainted with the hazards that are present. Production in heavy industries is being pushed to capacity with fatigue from equip ment a very ml threat. Small industry and commercial establishments are faced with an aging employee population, and cardiac cases are more prevalent Therefore, the moat likely causes of as phyxia in industry are: 1--Carbon monoxide 2--Electric shock 3--Cardiac cases 4--Inhalation of hydrocarbons 5--Toxic chemical inhalation, including chlorine, hydrogen sulphide, am monia, higher oxides of nitrogen, hydrofluoric aad gas and others fr--Exposure to oxygen deficiency. There are over one hundred toxic agoits. Here well discuss the five causes of as phyxia in industry according to their rela tive importance. CAREON MONOXIDE INHALATION Probably the most madams gas known is carbon monoxide. It is colorless, odorless and tasteless, It can be generated almost anywhere without warning and unless spe cial detecting instrumaits are employed, its presence may not be realized until someone collapses. It is generated wherever carbon products are burned without sufficient oxy gen. Common generators of carbon mooox ide are automobile mgines. gas hot water heaters, invented space beaters, coke ovens, coal furnaces with faulty fines and others. Carboo moooxide has a combining power 250 times greater than oxygen with the hemoglobin in the red blood ceils. These are the Mils which normally carry the oxygen to the tissues. Even with a small percent age of carbon monoxide in the inspired air (a few parts per million) it is possible to displace the oxygen in the blood and sat urate it with this other gas. With one per cent carboo monoxide in the surrounding atmosphere a person can become unconscious in a matter of three or four minutes. SYMPTOMS The victim usually experiences extreme feeling of fatigue with an overpowering tendency to yawn. A headache quite severe and rapid in onset may strike the front of the head. Dizziness and nausea may be present. Unconsciousness follows and then the stoppage of breathing. The color of the victim of carbon monoxide may be cherry red due to the change in hemoglobin. This oftai misleads the onlookers into think ing he is well oxygenated. Death will fol low if the victim is not soon gives artificial respiration. TREATMENT The patient should be removed from the gaseous atmosphere but not exposed to cold. So doing may cause death from acute car diac dilatation. Artificial respiration should be started at once. Oxygen should be ad ministered during artificial respiration ami for several hours after normal breathing starts. It is difficult to disassociate the carbon monoxide from the bloodstream oace it has replaced the oxygen in-the hemoglobin. The patient should not be allowed to get up after restoration of breathing, but should be kept lying down to protect his already over taxed heart He should be kept under medi cal care for as long as deemed necessary. ELECTRIC SHOCK Shock from electricity may be brought ca by contact with a manufactured elec tricity source or by being struck by light ning. Voltage, amperage, duration of con tact and type of ground all have their part to play in the seriousness of the case. The damage may be due to current passing through the bTain, or through the heart, or it may be that the convulsive effect of the shock paralyzes the muscles of respira tion. 12 1957 National Softly Congress SYMPTOMS Victim is usually unconscious and not breathing. Bunts are often apparent or may be present under the flesh. The body is often rigid, and the color of the patient is blue. Immediate removal .from the electric cur rent is necessary, and should be done so as not to endanger the rescuer. A dry board, heavy rubber gloves, or dry woolen blanket can be used to pull the patient away. A common symptom of electric shock which cannot be detected by the nurse, first aider, or rescue worker is ventricular fibril lation. This means that the mtiscic fibres in the ventricles of the heart are not working in unison, and thus the heart is rendered incapable of pumping blood. Much work has been done by medical investigators to de velop a defibrillating device which can be applied to the outside of the patient to get the heart back to its normal function. En couraging results have been obtained in this field of research. INHALATION OF HYDROCARBONS There is a long list of solvents which will cause asphyxia very readily. Among these are: gasoline; naphtha, benzine and carbon tetrachloride. When working in a confined space with these the victim may at first experience many of the feelings of in toxication from alcohol These solvents be ing highly volatile can be breathed into the lungs, where they are rapidly transmitted through the lung cells to the bloodstream, loss of ability to focus, staggering gait, thick speech are all part of the picture. Con tinued exposure will result In wcooseiousness and asphyxia. The patient should be removed to fresh air and artificial respiratioq begun at once. Severe headache and nausea will probably follow recovery of consciousness. Adminis tration of oxygen over a three or four hour period will alleviate these symptoms. INHALATION OF TOXIC CHEMICALS TREATMENT Artificial respiration is often difficult to administer manually because of the body rigidity. It must begin at once, however. A reliable resusdtator should be used if avail able, as this will ventilate the patient through a mask and not rdy on movement of the chest walk Maintain the patient's body tem perature at normal. CARDIAC CASES Some heart attacks are accompanied by extremely distressed or depressed breath ing. In many cases breathing may cease en tirely. These cases require artificial respira tion. If a reliable resusdtator can be pro. cured, it should be used dispensing 100 per cent oxygen. The victim of such an attack should be kept absolutely quiet. Even when breathing*and consciousness have returned, he must not be allowed to sit or stand. He must be transported on a stretcher. There are heart cases which do not in volve stoppage of breathing, but which need oxygen and must be bandied with extreme care. These must be kept lying down and extremely quiet. The person should be kept from getting chilled and a doctor should be summoned. Oxygen should be administered continually. There are any number of chemical irri tants which may be encountered in iadustry today. Chlorine, hydrogen sulphide, am monia, hydrofluoric add gas. phosgene, the higher oxides of nitrogen, aldehydes, ben zene, benzol and many, many others. These share in coouwa the ability to irritate the respiratory organs and even do permanent damage to the bronchial tree and lung cells. When we consider that our lungs are made up of 554 million alveoli, each a tittle individual cell capable of transferring oxy gen through its wall into the bloodstream and removing carbon dioxide through the wall to be exhaled, we have some idea of the delicacy of these tissues. It is common knowledge to all of os what happens when we scald our hand or some other part of our body. A blister forms quickly as plasma is released into the traumatized area. How much more readily would tfai# occur if a searing, burning gas is taken into oar lungs where tissues are so much more delicate! Fluid perfuses through the wall of the af fected lung cells and soon we have a full blown pulmonary edema. If enough fluid fills up the cells, little room is left for air, and as ooe doctor aptly put it, "We drown in our own juice." Pulmonary edema, then, is a real threat in any of these irritant gas cases. 12 Occupational Health Nursing Section Still another threat is that when the vic tim start* to inhale the irritant he may get laryngospasm. If this occurs, be will get less gas in his lungs, but be may promptly suffocate, so his case is equally serious. TREATMENT The victim of inhalation of an irritant gas should be removed to fresh air immediately. If he is not breathing he should be given artificial respiration either manually or by means of a resusdtator which can give in termittent positive pressure. Negative pres sure should not he used in these eases. If laryngospasm is present, it will be apparent that no exchange of air is occurring. The head should be pulled back, hyperexlending the neck, and every attempt made to estab lish an open airway. If the patient is still breathing be can be assisted with intermittent positive pressure oxygen. He can usually tolerate 4 to 8 mm of mercury pressure. This assists him on inhalation and will gradually overcome his apprehension. There is a slight positive pressure left in the lungs which exceeds the partial pressure of the fluid, which should prevent further perfusion into the cells. This treatment should be continued until he is transported to a hospital or until other treatment is designated by a physician. Remember, these eases are tricky and the onset of pulmonary edema may be delayed. Thus, sending an employee home prema turely after exposure to an irritant gas may he dangerous. He may require periodic ses sions of intermittent positive pressure oxy gen for twenty-four hours or more. Much can be done towards preventing permanent lung damage by adequate emergency treat ment. EXPOSURE TO OXYGEN DEFICIENT ATMOSPHERE We have pointed out previously that 16 per cent oxygen must be present to sustain human lives. Asphyxia brought on by being exposed to atmosphere* deficient in oxygen is especially serious. The reason for this is that often the victim of oxygen starvation may not only stop breathing, but may also undergo acute cardiac dilatation. This means tiie heart expands rapidly and death ensues. Since it is not probable that the lay person can differentiate between asphyxia and death, he should perform artificial respira tion until a physician has made his tests for death or until breathing is restored. Oxygen deficient atmosphere* are encount ered often in cisterns, old wells, abandoned mines, chemical or oil tanks, vats or in any place where ventilation is poor. Tank clean ing is especially dangerous because the sludge may contain sufficient fumes to ex clude the oxygen. Ho rescue should ever be attempted in these cases without an air or oxygen supplied mask. Filter masks are of no use in such cases. SYMPTOMS It is fairly easy to ascertain one's ex posure to an oxygen deficient atmosphere. Of course, if the oxygen cootent is ex tremely low, the onset of unconsciousness and even death may be Immediate. But if the percentage below 16 is not great he will be able to recognize his danger and get out. He will experience a feeling of apprehen sion. He will find his breathing will become rapid and labored and he may break out in perspiration. If such symptoms ate expe rienced, he should walk or crawl slowly out of the atmosphere, taking care"not to burry unduly. This precaution may save his life. It seems that it would be timely to BY a word about establishing and maintaining a good airway. The. finest artificial respira tion, manual or automatic, u doomed to fail ure if the air passage to the lungs is not kept open. It is so important that some anesthesiologists have advocated teaching the technique of intubating to all nurses and first aiders. They have arrived at the derisioa that many Uvea are lost each year because air does not get beyond the throat, and the efforts at resuscitation are fruitless. Inserting a metal or plastic airway will help to some extent Also the tongue roots should be elevated from under the chin and the head pulled well back. Sometimes even these efforts are to no avail Nevertheless, do not neglect this detail. No plant, no matter how small is im mune to the hazard of asphyxia. Since tins is true, industry should employ the "Triad of Safety"--Detection, Protection and Treat ment to cope with this danger. Because the nurse is concerned mostly with the treat ment aspect of the Triad, more attention 13 1957 National Safety Congress wu fives to this. In ""*, mfe plant, howocr, all three most be fives equal importance. Since asphyxia has become an increasing threat in our more complex industrial world, if behoove* us aU to do our utmost to com- bat it. Am industrial nurses you TM do your part by learning more about the hazards Jt>ur own plant, and then by being ever ready to act immediately. By applying your knowledge and skills you may be able to re store breathing and save human life. A. NEW TRENDS IN OCCUPATIONAL HEALTH PROGRAMS by DR. H. GLENN GARDINER medical director, Indiana Harbor Worts, Inland Steel co.. East Chicago, Ind. The inclusion of the words "Trends'* and "new" necessiate establishing a base from which to launch. To identify the subject matter, I avoid the highly technical changes ha the complex field of chemistry goaerally and the atomic energy area particularly. The more technical phases of these special fields seldom con cern the nurse and few physicians. Yet. the impact of these development* is felt through out the industry. Going back to die beginning trends in occupational health in 1937 we will first dis cuss the field of patient are Few- impor tant mediations used then are still in use today. Of course, the principles of good, clean, basic surgical care have not changed. Some antiseptics today were then new and still to prove themselves. Tetanus antitoxin mas widely used, but their problem of serum sickness and various other potential allergic phenomena attendant to its use are still with us today. Immunization of large groups with booster shot follow-ups was not yet prac ticed. Nose of our present battery of chemo therapeutic and antibiotics were tha avail able. There were such things as antitoxins, specific antisera, vaccines of general and specific types, the mysterious bacteriophages and immunogens being used with hope, but the effectiveness sever approached the suc cess we now routinely anticipate with our medicines. Many adjuncts of yoterycar are little used or unknown today. Similarly, the dis eases they were calculated to control are 14 little known or rarely seen today: functional knowledge of fluid and electrolyte balance, early postoperative ambulation, internal fixa tion materials (metal alloys) used in bone surgery 'soch as intramedullary pins and plates better tolerated by the tissues. Plastic and metal sntnre materials producing little or no tissue reaction are further examples of technical progress in traumatic surgery. Amphetamines sad antihistamines have come into their own. WORKMEN'S COMPENSATION LAWS Secondly, 1937 was the year of legal awareness of occupational disease For the first time industry and the business firms concerned with Workmen's Compensation were forced to take cognizance of liability for certain occupational diseases. The big bad monster was silicosis. How well I remember the fear and consternation in Industry and Casualty Insurance Car rier* of Workmen's Compensation when leg islation enforced these responsibilities. So Utile was known about the disease at that time. The widespread industrial exposure to free silica was fantastic. Some people predicted total bankruptcy for industry and the allied insurance people. Time and rea son hare taka the place of far. Silicosis is known, but completely con trollable in our modern industry by better housekeeping, improved handling tedinlque*. substitution of safer, yet suitable materials and where accessary, the nse of personal protective equipment. Management has been compelled to change its attitude or be pe- Occupational Health Nursing Section mSred by kpl action. Desirable working eaaArioas as contrasted to minimal legally aBoenhk cnoditions have many favorable upm which pay off is the long run, both Greed? and mdirtetiy. . Kow oiAnyrtottal diacsse must embrace many things: the pneumoconioses, the der matoses sod the many toxic exposures. The hazard of tmcontroCed exposure of lead francs, benzol. carbon tetrachloride, beryl lium, eaAnram, trichlorethylenc, insecticides, and sow more recently radioactive materials have opened a new field for exploration. INDUSTRY FOLLOWED LEGISLATION With the of OJX acts, people realized the need for promoting occupa tional health programs in industry. The misting fiats m city, county and state health departments were expanded--new de partment* were established where none ex isted before. Large industry found it eco nomic to seek tbir help. Where the prob lems were great and the demand exceeded the eiiiaring facilities, some of the more foiesigiued industries developed their own programs. Lxrge casualty tmuranee carriers respon- sihie for the frailer industries pursued the come of enlightened prevsidve medicine beyoed the field of simple mechanical prin ciples of safety. Other allied groups, dedi cated to caring life and limb created or ex panded such programs, notably, the National Safety CoeoriL the American Medical Aswinl-- sad the Industrial Hygiene Foun dation. Prr employment physical examina tions, imJuding chest x-rays, were desirable in most industries and a must in others. Selective placement became a reality to em ploy csoh pcopM without liability risks to employers. Occupational health was mflueneed by the effects of World War IL Evas before the United States became an active participant, iadastry moved into high gear productionwise. The resultant attendant hazards were apparent and often resulted from constant UmwU for increasing quality, as well as quantity. With active war declared, gov- agencies were concerned both di rectly and indtrectiy in all plants handling war at defense contracts. Their coocnn was not limited to sabotage akme, bttt included development of new products and processes. Industry produced large quantities of high quality products both old and new, and as expeditiousty as possible with due regard to health and safety of the people producing. With the wartime economy, programs previously considered too expensive suddenly began. The cost phis war contracts allowed the introduction of things long wanted and considered worth while. In the health field particularly these programs were favored. WAR EXPANDED INDUSTRY SAFETY With the O.D. acts and World War II. occupational health came of age and gath ered momentum. The unprecedented post war prosperity has been a potent factor. The creation of new groups and expansion of old groups represented physicians, nurses, hygienists, dentists and physicians. A board of occupational health as a subspedalty of preventive medidne with public health and sviatioo medidne has come into being. Spe cial training at postgraduate level is now available in a number of medial schools for special degrees certifying training and pro ficiency in this field. Competition exists between the various or ganizations representing the interests of the professional people but it is a healthy, co operative competition, adding to the accom plishments of each other and the ultimate goals of all. tn the fidd of occupational health, safety and health are inseparable Industry has learned that it U economic to give formal attentioo to matters pertaining to health and safety. Large industries provide their own, small industries buy from or though insur ance carriers or groups providing medical, dental, nursing, bygime. engineering or other applicable services. More professional peo ple are devoting part or all their time to problems related to occupational health than ever before. , Permanent impairment, time tost from work and the mortality and morbidity of occupational origin is at an all time low per unit produced. Our old problems are largely controlled, and new problems anticipated and minimized. Those escaping temporarily are soon identified, classified and dealt with. More and more the expert is called during the planning stage. By this means the recog nizable hazard in the new product or process IS 1957 National Safety Congress it considered and often with great economic advantage. The delay in marketing a prod uct after discovering an unsafe process can be disastrous. Materials or procedures can be altered when anticipating a toxic hazard of intolerable scope will occur. CONTROL ENVIRONMENT FOR HEALTH Environmental controls by the engineering and occupational hygieie approach is the better organized plants give attention to minute details. Not only hazards, but nui sance problems receive attention. Dust; gas, smoke, fumes and vapors which may be a community, as well as a plant problem, are seen. The very presence of these things in some manufacturing processes may indicate an inefficient or uneconomic operation, and correction would serve a multiple benefit Also, under this general program are food available to worker* its preparation, han dling and disposition in a safe. dean, ap petizing manner, a place to eat, and garbage and sewage dispoml in a safe and acceptable fashion. Water pollution is often a greater prob lem than air pollution. The sportsman and the nature conservationist backed up by laws, keep u$ alert to the dangers and dam ages of polluting lakes and streams Sani tary facilities, bath water, drinking water, satinized as a convenience if general plant area is hot and pest control, should not be overlooked in the area of environmental controL The rapid development* in chemistry and physics arc almost beyond axnprctxxisfon. Competition brings almost a daily announce ment of an improved product, something that will do more for less and easier. With this comes the problem of employee*' dan ger in toxidty of products, its basic com ponents, its by-products, its production tech niques, and also the hazard to the community, the ultimate consumer, the consumer's neigh bor and* customers. Here we are talking about the present day insecticides, the sol vents. Le* hydrocarbon derivatives such as in the rubber and synthetic rubber industry, and the radioactive materials. Geiger count ers are now as commonplace to the hy gienists as was the impinger a few years ago. More pre-empioymoit physical examina tions arc being carried out. Fewer injuries per unit produced are encountered. Earlier treatment and new techniques with present medications hastens healing with less pro duction time loss and less permanent im pairment residual. Union Health Centers are daily assuming a more important role in the health matters of the worker, his family the community. Far more nurses are employed in indus try and their presence and proper functions are better understood and supported by man agement The need for their collaboration with the physician responsible for the plant health program is souxfiy established, but not practiced as closely a* in many instances. EDUCATION AIDS OJX With the advent of visual aids m tram, mg and safety programs, we have tor an* advanced media for health par- poses, for oo-the-job and off-toc-jeb activi ties. These messages relate aec only to tor employer, but the various ii*ih of his family. Perhaps more famStar are tor health messages presented thro^h payrofi envelope inserts, bulletin board and various magazines, newspaper and other media. The trend is increasing utilization of services through effective application of expert knowledge in a broadoimg and growlog field of specialization. TWENTY YEARS INOUASB> PROUMS Are all of our problems solved? Noe by a long way* Automation and industrial re search d progress gmaiaPy win m toot this does not occur. The effects and affects upon emotions and morale may create prob lems not easily solved. This has increased the oeed for nurses, psychologists, physicians and other specially trained personnel. The newer drugs termed "tranquilizers" have proven helpful when used judiciously. Now 20 years after the O.D. furor of 1937 are we facing a problem of similar size and similar concern? Strangely and coincidentally we are. Noise and occupa tional deafness right now is a very major concern of many industries, businesses and casualty insurance companies, similar to the near-panic from the early version of silicosis. Recently we learned a great deal about aois and its harmful effects ou human hear ing; There is still a great deal to be learned. Some of the early hysteria is acting. Rep 16 Occupational Health Nursing Section resentative* of joint committees of medical specialists and others are releasing conclu sions on the basis of our present knowledge for guidance. We can not yet say with reasonable certainty some of the things that must be said and sustained before legisla tion amends the Workmen's Compensation Laws. Workmen's Compensation is a means of providing a cost of living during periods of disability due to occupational illness or injury and to offset the toss of future earning capacity (based oa post experience of the individual) of a person permanently impaired by occupational illness or injury. Some state* still provide little or no remedy taider the law for the employee, and there is a great disparity between benefits pro vided in the states. Due to the tag in our legislative system, no state provides ade quately and probably never will unless a non practical, flexible, realistic, applicable formula is legislated to follow the con stantly changing cost of living. Amendments to Workmen's Compensa tion acts in recent years have done little to improve the situation. In addition, the interpretation of the existing acts by po litically qualified, but otherwise unqualified representative*, have led to widespread abuses which embrace the creeping socialism so despised in principle by many of us. There is no doubt that there arc many people deserving of help from public funds, yet this scarcely constitutes reason for call ing upon Workmen's Compensation benefits at the immediate expense of industry to pay compensation for conditions not even remotely related to the man's job, simply because there is presently no other place wherein money can be made available to him. Industry has been and continues to be the whipping boy of our inadequate soda! system as it exists today in the legal sense. We must say something to discourage complacency, carelessness and the indiscrim inate use of wonder drugs, including tetanus antitoxin, the sulfas, penicillin and its de rivatives and all the other chemical and antibiotic preparations. They are two-edged swords. There are definite indications for their use and definite ccotra-mdicatiocs, and *l*o a bread arm of uncertainty where good judgment and experience must be relied on. To date we have no reasonable substitute for experience. The indiscriminate use of these drugs is reprehensible and at times approaches criminal. The potential of mis hap, sensitivity, etc, is great and must not be taken tightly. As a rule wba in doubt, don't. Make your mistakes on the safe side. A, SOME CURRENT ASPECTS OF MEDICAL QUACKERY fey OLIVER FIELD director. Bureau of Investigation, American Medical Asstt, Chicago In discussing the subject of "Some Cur rent Aspects of Medical Quackery," it is perhaps advisable to consider the present status of pretension to medical skill in (he tight of what has gone before; particularly during the past half-century. The Bureau of {nvestigatioo has been functioning for more than SO jean as a clearing-house of information on matters in this category. The Bureau was started a* a department of the Journal af tkr A inencan Medical Association, partly be cause of the zeal of the young physician who, soon after graduation from medical school, came to work as an editorial as sistant. But His own personal experience caused him to begin a crusade of exposure of the evils of quackery and the venality of a large segment of the "patent medicine" industry. At about the time this physician arrived as an employee of the American Medical Association, the Congress passed the first Pure Food and Drugs Act The examples that we have of "cures" and products and their labeling in those days illustrate the 17 1957 Nation*! Safety Congress cfau^ti dat have cone aboat, putkaiul; by tbe passage of the 1931 Federal Food, Drug and Coiaftk Act. NO INFORMATION SOURCE Before tbe passage of dot Act, which, among other requires the revdatioe of tbe active mgrwfimts oo the retail label, there was do some except perhaps the Boreas of TntMilptim to furnish the ned* cal proteanon aod the public tbe informa tion. Books, pamphlets, and reports m the /eternal itself constituted the media whereby Dr. Arthur Cramp did has very effective work. Before the discovery of insulin by Bandas and Bern of Toronto, there were a food many ii quacks. Their principal prod* acts were diuretics. Their claims were broad, their performance woefully inade quate. Today, however, huh the field of cancer that the particular interest of both the public and the medical profession Ges. la a period of 10 months we counted, in a little more than 4.000 inquiries, more than 1,000 on the subject of cancer `'cures" and treatments. Tbe *v*TT,p1^ that we have here, particu larly the Hoxsey cancm- treatment, and ex amples of tbe methods of promotion, make it evident that over tbe years the quack has learned by experience that be is ever jo 'i l more effective when he hides behind religion and when he sells the public on the <! he is a martyr to medical perse* FEDERAL GOVERNMENT HELFS The federal govcnunait, in the agency of the Food and Drug Administration, has sought for several years to stop not ooly Mr. Hoxsey, but others, one of whom is particularly known in Vancouver, namely Dr. William F. Koch, who began his pro motion from Detroit in 1919. Although Dr. Koch has been ordered by tbe Federal Trade Commission to case ad vertising that any of his preparations has any value in any *** category. Us suc cessors, die Christian Medical Research League of Detroit, continue to sell **GIy* oxytide** for $25.00 for a 2 cc. ampule. Glycucy-lide is labeled to be a erne to e trUlum aqueous dilution of several alleged ingredients. It is not at all surprising that no chemist has been able to find anything in the ampule but water. In other fields the quack capitafiaea oo the advancements of science. Wc have, for example; tbe products alleged to he radio* active, which originated in the United States, at least; in tbe mid 1920's. These were sold as rejavenators aod "cure-alls.'* Some had no radioactivity whatsoever, other* were dangerously radioactive. The modern-day application is the urenhau-mme promotion. This has had the benefit of publicity and large patronage in Montana, California, and several other states. The same U true of the radio. When radio became popular in the 1920's, a Cali fornia ` physician. Dr. Albert- Abrams, an nounced his "E.R-A"--Electronic Reactions of Abrams---claiming that be could diagnose from a drop of the Mood, and that all disease had "vibratory" rates. Abrams had many imitators, among whom was a chiro practor in Los Angeles named Ruth Drown. Dr. Drown claimed, also, that she could diagnose from a drop of the blood, but failed miserably when put to a test before a committee of scientists at tbe University of Chicago. There are many other categories in which tbe quack flourishes---in tbe field of reduc ing preparations, arthritis and rheumatism cures, rejavenators, the special dietary foods, and the cure-all gadgets. It was Voltaire who said that the quack was born when the first knave met the first foot The Bureau of Investigation has never accepted that as an adequate definition, feeling that if the person had some knowledge; it would be more difficult for tbe quack to fool him. That is the premise upon which the Bureau has operated, and hopes to operate in the future-iSM U OffiCBS OF THE OCCUPATIONAL HEALTH NURSING SECTION NATIONAL SAFETY COUNCIL 1957-58 Geuemd f"V--"Tf'1 PASKUNA, RJJ, Owens Hfinoi% Glare Container Div, Straw. WL VUe fMa POBOTTIY ARMSTRONG; R-N, Peoples Gas, light & Coke Co. Qrirega. B. Fire CWwma * MewdtersJtip Chairman--BARBARA BOREN. R.N, Ansul Chemical Go. UnWM Wk i(emhertkig Committee: MARY & BLANEY, R-N, Charenn Paper Products Co, Green Bay. Wa.; MRS. HAZEL LEEDKE, R3T, Thilnuay Pulp * Paper Co, Kaukauna, Wis. Nemo Letter Edter--DOROTHY FUNK, FLN, Falls Paper Co, Oconto Falls, Wis. Program ComomtSse: HAPPY BRUDER R.N, (Chairman), Saks Fifth Avc, Chicago, 1H.i HELEN MERCER. RJ*, Dodge Mfg. Corp, Mishawaka, Ind.; PAULINE MILLER, RN, Fairbanks Morse Co, Beloit, Wis.; MRS. JOSEPHINE JOINER, RN, 8cB Telephone ft Telegraph Co, Miami. Fla. PmMUity Committee: MRS. MURIEL KNUPKE, RJ*, National Biscuit Co, Chicago, I1L; MRS. RUTH MCCARTHY, R_N, National Broadcasting Company, Chicago; DL; JOANNA ANDERSON. RJf, Blue Cross-Blue Shield, Chicago; I1L Nemmotmg Committee: MRS. MAREN STANLEY. RJL (Chairman), Union Carbide Corporation, Chicago; DL; ERNA MAYRER, RN, E. L du Poet de Nemours fie Co, Antioch. Calif.; MRS. JOAN TIMKE, R-N,, American Meffical Asm, Chicago, I1L; MRS. HAZEL LEEDKE, RN, Thilman Pulp fit Paper Co, Kaukauna, Wis. Visual Aide Cemmistee: MRS. VIRGINIA WHALEN, RN. (Chairman), Liberty Mu tual Insurance ***, Chicago, DL; MARGARET CARNINE, R^I, Tnuhnobile Inc, Cincinnati, Ohio; MRS. FRANCES COLWELL, RJf, Eastern Airlines, Miami, Fla.; MRS. MILDRED MOORE; R-N, Bur. of Nursing, IU. Dept, of Health, Chicago. X1L Of-tke-Job Committee: VERNA PASKUNA. RJf. (Chairman), Owens-Illinois Glass Drv, Strcalor, HL; HELEN REISCHL, RN, Employers Mutuals of Wausau, Wansan, Wis. * Medical Advisor to the SVrtww--ARTHUR K. PETERSON, iLD, Medical Director, R R. Donnelly ft Sons Co, Chicago, I1L Staff RefrcientatTD--}A$1E S. WEIR, RN, National Safety Council, Chicago, III. Nurse Advisors to the Srrtww--*JOANNA JOHNSON, R_N, MRS. HAZEL LEEDKE, R-N.; "MRS. JOAN TIMKE, LN.; *ERNA MAYRER, RN.; -MRS. MAREN STANLEY, RJN.; MRS. BERNARDINE BARHOP. Past General Chairman 19 Olftcr Volumes in this Series Users of tius volume will find modi value in its eoBtpeatOQ vdsmes. Here Is the list: Vol. No. TITLE Stock No. 1 Genera! Samians and Detailed Idu to all Velwnee...................................... , 02247--1 2 Aviatie*: >\crenetkal ladasbisa Section 1 Air Transport Soetieo. ........ 02127--2 3 Ink Stop, in Accident Prevention.............. ...................................................... 02137--3 4 Cement and Quarry leAntiiu................... ............ ........... . 0H27--4 5 Chemical Industrie* .................................. .................................... . 02237--* 6 CmI Miiin| Indwtry............ .................................................. .. 01247--b 7 Com1/notion Indwtry and PafcBc Employment (PublkEmployee Saetian)... 02127--7 Bectrieel Equipment Indwtry and Public tftiliticx............................................ 02237--0 9 Farm Safety ......................... .......... ..................................................................... 02127--4 10 Fertiliser Indwtry ........ ............................................................... ........................ 02247--10 11 Feed. Meat Packing A Leather Industries. Tracks and Service*................ 022J7--II 12 Glass and Gsramks Industry and tetter Indwtry.......................................... 02237--12 13 Ham* Safety .............................................................................................. .. CZ2J7--13 14 Industrial Setjwt Scarima (Spawcred by ASSE).................... 02227--J4 15 Labor ................ ................................. ..................................... . 02247--IS lb Maritime indwtria (Marino Section}........................................ .. 02247--lb 17 Metals Indwtry...................................................................................................... 02227--17 It Metals Products Indwtria* (Automotive and Madime Shop Section Fewer Free* and Faffing Section)............ ..................................................... 02247--It 19 Mining Industry ................................ .................................................................. 02227--It 20 Motor Transportation Industry (Cammtraial VehicleSection)............ 02227--20 21 Occupational Health Nursing Section........ .................................................. 02247--21 22 Petroleum Indwtry ........................................................................................... 02237--22 23 Mating and PubHshfag tndwtey........... ......................................... 02X27--23 24 hip and Paper Industry........ ............................................ 02127--24 25 Railroad Industry ................................................................................................. 02Z27___ 25 2b School and Callage Safety.................................................... .. ....................... 02237--24 27 Traffic Safety.......................................................................... ............................ 02237--27 2S Transit Industry .............. 02227--2$ 2t Weed Products and Textile Industries..................... ............................ .. 02247--2t 30 Early Morning Sessions. "Human Relations and Man-Management"........ 02247--30 [57 | IRRENT SAFETY TOPICS PETROLEUM Volume 22 INDUSTRY PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES * VOLUME SIZE 12 nr less me*-- 13 to 2b pac**-- 25 to 4S pajet-- 49 to 96 page*-- Over 96 pages-- J/oPcaf^'ct Hath $045 45 .45 .60 .85 10 to 99 copies Each $020 48 J7 .50 ,75 100 to 999 copies Each $017 4S JJ .45 JO 1000 or mere Each $017 45 JJ ,45 40 Complete jet ot Current Safety Topics (30 voU.)--$940 Stock No. 022.17 All pnccs shown are subject to a 10 per cent discount to National Safety Council member*. Trtaiaactiona of ll -45th National Satetg Congress (October 21-25, 1957, Chicago, 111.) NATIONAL SAKTY COUNCIL 411 NORTH MICHIGAN AVI. CHICAOO II, ILL. 3jeot *02 20 man* la I.IJ. 02?J7--2t NATIONAL SAFETY COVNCIL 425 N. MICHIGAN AVENUI, CHICAGO II. ILLINOIS CONTENTS A Management Look at Petroleum Industry Safety.....................H. W. Ferguson 7 Safety "A National Necessity...............................................................Mike McCarthy It Safmg of Storage Tanks by the Absorption Method...................... W. W. Colltct 13 Evolution of Seismic Explosives.............................................................J. W. Cochran 17 Useful and Useable Safety Meeting Techniques....................Earle S. Hannaford 21 Safety Through the Eyes of a Camera............................................................J. L Muir 30 Restrictive Regulations at Service Stations............................. .M. E. Woodworth 33 Traffic Patterns and Safety Problems at Service.Stations ...............W. E. Splain 35 The Petroleum Industry's Stake in the Public Support Effort.. A. Ross Rommel 37 The Use of Checklists in Safety Inspections............................................S. V. Asbury 40 letter Safety Meetings Through Training Courses for Chairmen and Secretaries......................... ........................................ W. A. Malloy 43 |5ohio Serious Injury Index.............................. .. -O. C Hater 45 Officers................................................................................................................................... 49 3 LEARNING TO LIVE . . . fjamiin to Uvn--safcly--wu the drawing card which brought more than 13,000 men and wooes from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipmoit. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago. a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers new dangers never before eoeotmtered. These, ra addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Coimcil publishes the Current Safety Topics--JO volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the bade page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE PETROLEUM SECTION This volume is a record of the sessions held at the 1957 National Safety Con gress by the Petroleum Section. The conduct of these Congress tewon* each year is only one of the many cooperative activities which the Petroleum Sec tion carries on in behalf of its members, and for the benefit of aeddeit pre vention work in the petroleum industry goerally. The section gives guidance in the preparation of a great variety of technical and educational material useful in the day-to-day safety programs of petroleum companies. The activities of the section are under the direction of its executive committee the members of which are listed at the close of this volume. A MANAGEMENT LOOK AT PETROLEUM INDUSTRY SAFETY by H. W. FIR6USON vk* president, Humble OH & Refining co^ Houston, Tex, At first glance; of course, there is tittle new or novel about this subject Ever since our industry caune into being 98 years ago bade ia Pennsylvania, men in the pe troleum business have beat confronted with a multihide of safety problems. As was the cut in many other industries, safety prac tices and principles evolved slowly. Accident prevention had to travel the painful road of trial and error. It had to move through numerous stages of develop ment. But today, throughout the industry, safety is recognized by att levels of man agement as an indispensable engineering sidlt. It has become an indispensable factor in keeping America abtmdaatly supplied with oiL That is the story of petroleum industry safety in a nutshell, but it is far from be ing complete. For we arc living today in an era of great and far-reaching changes which arc having, and will fnchnoe to have, an Impact upoa almost every aspect of our social, economic, and technological environ ment. . These changes may be observed, for ex ample; in the size and make-up of oar popu lation, in our automobiles and our homes, in oar jobs and the tools we use. This climate of change must inevitably have an effect upon the operations of the petrolmm indus try and, at the same tune, .upon the extent and variety of the industry's safety prob lems. For a few moments, then, let's explore the future of petroleum industry safety, let's consider some of the factors, both old and new, that will probably in fluence our accident prevention work and examine some of the problems we may en counter. Finally, let's look at our prospects for solving these problems and review the role that management can and should play in this overall safety effort. One important factor ooc facet of change --will undoubtedly be a substantial growth in all branches of the industry's operations. Such growth may be hard to visualize in these days of over-supply, but the economists assure us that it is very much in the cards. By 1965, for example, it is estimated that America's domestic consumption of oil and liquid hydrocarbons will be in the neighbor hood of 13 million barrels a day--an In crease of more than 40 per cent of today. EXPECT INDUSTRY GROWTH To keep pace with this anticipated growth, some 600,000 wells will have to be drilled over the next 10 years. The industry will have to make tremendous investments--not only in the exploration, drilling; and produc ing phases of the business but also in transportation, refining; and marketing fa cilities. Growth on this order, as it materializes over the years, can hardly escape multiply ing the incidence of safety problems in the industry. It will pose a sharp and continu ing challenge to our ingenuity m the field of accident prevention. TECHNOLOGICAL CHANGE Another aspect of this challenge--another factor with an important bearing upon our safety achievements of the future--is the industry's changing technology. If the old saying is true--that the future is but the past entered through another door--then we must look forward to new equipment, new methods, and new techniques. Such changes have always gene hand-in hand with our industry's growth and prog ress, and they have Usually brought with them new or slightly altered problems in safety. As in the past, we must be prepared to adapt to the changing situation in every phase of our operations. In exploration, for example, new elec tronic devices for detonating the explosives used in seisnie work seem to be emerging from our research centers almost every month. Seismic techniques are also becora- IPJ7 National Safety Congress tug more complicated, the pattern shooting of recent years betas * case in point. Where once we had to worry about shooting only one hole at a time, we now find as many as 36 holes hooked up in a single shooting sequence. Offshore, we arc having to deal with large, quantifies of explosives, often perforating, formation fracturing; drill stem testing, acidizing, cementing -- these many other specialized tasks will continue, then as now, to call for careful job plan ning and close safety coordination among all personnel concerned. several tons in just one small vessel. ATOMIC ENERGY EXPANDING Exploration, then, will continue to pose tough safety problems, especially as we move more and more into isolated areas-- offshore, into the swamps and marshes and deserts, and into Alaska and other far-flung places. In offshore work, for instance, close operating quarters have a way of magnifying our safety problems. Falls, fires, and other accidents are usually more severe and more dangerous there than they are elsewhere. In many locations, weather must also b reckoned with as a great potential hazard--not only in explora tion, of course, but in all our operations. Hurricanes .Audrey and Bertha drove that point home with considerable force. Tn refining, to give you still a third ex ample of our changing safety picture, there will probably be an increasing use of atomic energy in petroleum processing. That means we shall not ooty have to worry about fire prevention, but we shall also have to cope with the additional hazard of rmdiatioo. At the same tune; expansion of the petro chemical business will be bringing in new processing techniques--operations that are often quite different from the usual refining processes. Moreover, at certain stages, some of the new petrochemicals are toxic. Other safety problems in the refinery will arise out of increased mechanization and automation. It is getting to a point, in fact, where a man almost oeeds a college train OXILUNG DANGERS ing to understand what tome of the h?t Drilling operations offer another fertile on a refinery instrument panel mean. There field for the safety work of today and to will undoubtedly be more built-in safety de morrow. As deep drilling increases, which vices, bat as oar refinery processes become it shows every sign of doing, we may en more complex, the men who operate the counter some tremendously high and ex equipment wilt have to be better trained ceedingly dangerous pressures. Just last than ever and safety conscious to a very month, for example, m Louisiana's take high degree. Washington field, a well in the 19,000-foot These three fields--exploration, drilling, class--the second deepest producing well in and refining--are enough to indicate the the world--registered a surface pressure of variety and extent of our safety problems 11,400 pounds per square inch. This was the of the future. We could go on, of course, highest pressure ever recorded in the history with other examples--in transportation, with of the industry. its growing number of super-tankers on sea Xew drilling techniques may also be ex pected to add certain hazards around the rigs. Already, oil emulsion muds are con tributing to more slippery working surfaces and to a greater danger of fire. Jet bit drilling, with pump compounding, puts more dangerous pressures on the hydraulic sys tems of our rigs. The use of air and and its high pressure pipelines on land; in research, with its Van de Graff accelera tors and its other futuristic scientific tools; in marketing, where the problems range from the handling of jet fuels to keeping people from smoking aa service station driveways. But I have gone into enough detail to show that accident prevention will natural gas as circulating media has created be just as demanding a job in the years new possibilities for severe fires and ex ahead as it has been in the past plosions. As drilling equipment becomes heavier and more complex, there will be an increased need for better engineering, more safety devices, and better safety practices. Those, of course; are only a few of the aspects of drilling safety which will require our best efforts in the years ahead. Gun TRAFFIC SAFETY The most difficult problem of all, how ever, I have saved to the last: traffic safety. More Americans, as you probably know, have been killed in automobile aeridats than in all of our wars put together. In the petroleum industry, automobiles use! in Petroleum Industry getting to and from jobs have proved far dustry. Safety equipment--hard hats, breath more lethal than any other industrial hazard. ing apparatus and goggles--now provide al Traffic safety is a broad, encompassing problem--a community problem--but it is alo one in which industry and its people have a tremendous amount at stake. A re duction of the senseless toil of life, limb, and property on our nation's streets and highways must, therefore, rank as our No. 1 goal. Currently under way, of course, is a proj ect that many people think wilt help brighten the traffic safety picture--the 13-year road building program which will add 41,000 miles of new interstate superhighways to most every conceivable type of protection. Safety meetings and training of supervisors and employees have become standard op erating procedure; Good housekeeping has come into its own as a safety measure. None of these factors has, by itself, been the whole answer to our safety problem, but collectively they have all ted to the development o. the most important factor in accident prevention--the development of the proper attitude, the development of safety consciousness, on the part of em ployees, supervisors, and management. our country's road system. But as every LOW FREQUENCY RECORDED safety engineer knows, it will take more than improved highways to minimize the present carnage. Let me give you an 1 example. This attitude and alt of the industry's other safety measures have enabled us to greatly improve our safety record. Last year, as reported in the API's "annual Sum Down in Texas, there was until just re mary of Injuries in the Petroleum Indus cently a 17-mile stretch of brick highway try," 2S5 leading oil companies with slightly between the towns of Tempi* and Belton, more than half a million workers (539,651) ' tt was narrow and had many curves, but accounted for more than one billion hours ior five straight years there was not a fatal of work <1,132^86,195). accident on this road. Early this year, this road was straightened out and otherwise improved. Within a period of six weeks, traffic accidents on the improved highway They had 5,219 disabling injuries and 109 deaths and permanent total disabilities, but their accident frequency rate was the lowest m the history of the petroleum industry- took four lives. 72 disabling injuries per million hours CREATE SAFE ATTITUDES So traffic saftey is more than just en gineering, education, and enforcement. The answer probably Vies in the word attitude, and it is there--through the creation of , afc-driving attitudes in all of it* employees --that the petroleum industry can make its greatest contribution to a solution of the traffic problem. , 1 have listed some of the safety prob lems of the future. How successful will we he in meeting these problems? Can we measure up to the challenge? A backward f lode over the history of accident prevention in our industry offers every indication that we can. For we have come a tong way worked. The average days lost per injury was 119. Compare these figures with the APPs safety statistics of 1928, the first year the API made an aggregate recording of statis tics for the petroleum industry, and you can see the progress we have made. In 1928, the API recorded the safety experi ence of 106,000 workers who worked a quar ter of a billion hoars (345,962,652). They had 6300 disabling injuries and 77 deaths and permanent total disabilities. Their acci dent frequency rate was 27-3. In 28 years, then, we have reduced our accident frequency rate from 27-3 to 72-- a 73 per cent reduction. from the time when accidents were looked INDIVIDUAL GROUPS' SUCCESSES upon as acts of Cod. when the petroleum Nor do these figures, impressive as they industry was thought to be an inherently are, tell the whole story. Thera are drilling dangerous business where accidents were rigs, for instance; now working in their bound to happen. eighth year without a disabling Injury. Good safety engineering has provided Stogie refineries have worked more than guard devices for exposed operating equip seven million hour* without a disabling in ment. Safety rules and safe practices have jury. In our larger refineries, a million been established for every phase of the in hours of safe work Iras become common- 9 1957 National Safety Congress place. Two research and laboratory group* 1 know of have worked more than 10 years the top right dowa to the bottom-rung supervisor. and 10 million hours without a disabling injury. A gas plant in one company i* in its filth million hours ol work without a disabling injury. A marketing organisation has passed the four-million-hour mark. And so it goes. You need only consult the annual summary of the National Safety Council and American Petroleum Institute In my om company, we are trying to practice what w preach. Just recently, for example; eoe of our electrical foremen in New Mexico used artificial respiration to save the life of a farmer who had come into contact with a high-voltage wire. Whm our foreman was awarded the National Safety Cotmol's President's Medal, our awards to find many other examples of out standing achievements. Where the future is concerned, the; point to a steady increment in our safety knowledge and to increased effectiveness in our accident prevention work. In other words, as excellent as our safety record has been in recent years, there seems to be every reason why we should make further gains in the years ahead. Our safety engineering is better today than it has ever been. Our industry's personnel is more highly trained. Great strides are being made in the field of safety devices and protective equipment There is more auto mation and less physical effort in all phases of the industry. And, not least of all, there seems to be a greater and more widespread effort on the part of management to bring safety to the highest possible level of de velopment. company arranged for a presentation of the medal at a family barbecue la the foreman's hometown. And cor company president took time out from a busy schedule to travel more than 600 stiles to picjcni the medal Partidpatica such as this as the part of top management decs more to build safety awarmest, we beGerc. than several reams of impersonal statements. I am exceedingly optimistic as to our safety accomplishments of the future. The main danger Is that of our slipping into the attitude of a certain farmer I heard of down the way. A brand-new agricultural agent, fresh out of college and eager to make a good impression, called upon this gentleman. The young county agent offered to provide the fanner with all sorts of pwfkHf on tenatiflg, oop rotation, and all the other of modern agricul ture. He volunteered to get the fanner's MANAGEMENT AIDED soil analyzed and to help W* in many ether Management's contribution, I think we all ways. realise, can have an important bearing on "Well, much obliged." the farmer drawled, future results, for as management goes, it "but I don't believe I need all that stuff. has often been said, so goes safety. If our I'm not farming as good now as I know safety record is to be further improved, how.** management must continue to provide safe working conditions and safe equipment. It Those of us interested in the safety movement, I think yon will agree, are quite must set up safety rules and see that they familiar with the potential dangers of that are carried out. It must try to stimulate job interests and job satisfactions, since dis gruntled employees are more accident-prone. Management must do everything possible to build up safety consciousness oa the part of sach employee; . attitude. Our industry has sown seeds of safety information for many years now. We have harvested > large amount of good re sults. If there are any shortcomings in our future efforts, these shortcomings can hardly be attributed to deficiencies of safety tech Most important of all, however, manage niques or equipment or to a lack of knowl ment must render active service to the edge. It seems more likely that well just cause of safety. It must personally partici not be farming as good as we know how. pate m the program. Lip service won't do. For as all of you must know by now, yon can't sell safety through the backdoor. A sound and successful safety program de mands the wholehearted and sup port of all echelons of management--from It is tit* responsibility of all of u* in the petroleum industry to see that this .doesn't happen--to see that we farm the best we know how--and thus help insure a safe present and an even safer future for all of our people. A 10 SAFETY--A NATIONAL NECESSITY by MiKt McCarthy industrial safety consultant, Columbus McKinnon Chain corp., Detroit The preventioa of accidents has been up You may wonder whether this education permost in the minds of industrial manage has been carried far enough when you ment for many yean. Industry bat toiled realize that; previous to the war, for every long and hard with this problem and has accidental fatality in Germany, we had two been successful to a gnat degree. However, fatal accidents In America. For every acci accident prevention is a problem of national dental fatality in Japan, we had three in scope. Through the medium of safety cooferaces throughout the 48 states rapid strides have been made in stressing to all citizens the need for further effort in the field of safety. Many of us do not recognize the enormity and seriousness of the problem and the tolJ' Anerio. Year after year we maim or kail the equivalent of every man, woman aad child in the state of Kansas, Nebraska and Iowa. With all our ingenuity and know-how to build a higher standard of living, we fail in preserving the greatest wealth in our country--the men and women of America. taken each year. In the last 180 years mankind has really .All schemes for prosperity include what we have to do in the international field, what is necessary to improve our domestic economy, to increase employment so more and more of people can be gainfully em ployed. Practically all of these ideas are based on some arbitrary plan for managing money. Others are based os some manner of settling accounts, all based on currency values. Each and every discussion omits the one basic fundamental necessary to keep our country in the forefront. begun to experience equality, justice, free dom, and opportunity. Before the Declar*- , tion of Independence, people were tortured because of religion; slavery was accepted; a shoemaker's son could only be a shoemaker, and a king by the nod of his head, could send a man to his doom. Within the last 60 years, mankind invented telephones, electric lights, refrigerators and automobiles. Is all that progress going to stop short today? I don't think so. We may not be able to see where we are going, but we are still going ahead! The thing to count on, the only thing to Safety is a national problem as indicated use for sound and enduring prosperity, is by the fact that practically ail states now real wealth. The only real wealth ia any hold safety conferences. This is a good country is natural resources and above all, indication of their recognition of the need Alemon resources. . . . for accident prevonion. Great as America may be, we are not big enough or smart enough to kill 100,000 people each year, maim 10,000,000 and still maintain our position with the nations of the world. EDUCATION--PROGRESS I have been asked many times to what I attributed the greatness of our country. My answer is the compulsory education system in this country. When realizing we have * 40,000,000 people in educational institutions, and another 3,000,000 doing the educational work required, you can understand that edu cation has played a large pari in the devel opment of our country. SAFETY IS NATIONAL The safety movement has been national, the only difference being in the amount of support given, first by industry, and then by state and federal government. Finally insurance carriers took a band, until today captains of industry march arm in arm with governors, professors, teachers and scientists, all working with one purpose in mind--the preservation of human Ufa To make safety a part of our everyday way of life require* the active participation of all people. The progress of the safety movement was slow until 1913 when a null gathering of 11 1957 National Safety Congress men. known u th* Anomtioo of Iron Steel Engineers held a national conference of safety engineers at Milwaukee, Wiscon sin. From that meeting was organized the National Safety Council. first called the National for TnAwtytat Safety. Today tins great humanitarian organisa tion is trade op of more than 6,000 indus trial organisations; other associations, and influential individuals. They comprise a cross sactiea of oar national life dedicated to the preservation of life and limb. CANT FORCE SAFETY The gaieral conception of safety and in dustry was that all employers and employees could he forced to adopt safe standards of work. Employers' liability and various legis lation was placed on the statute books, state inspectors attempted to enforce rigid ma chine guarding measures, and then em ployers themselves drafted some drastic measures for their own employees. It didn't take tong for everyone to realize you can not regulate a man's thinking. Man agement tried to reach the man on the bench by appeal, persuasion, through instructions, bulletins, and various educational media. Many industrial establishments now have a program almrd at off-the-job acodosta, real izing that an accident on the highway, or at home incapacitates an employee just as much as one occurring in the plant. Bong closer to the men In the plant, management understood their problem and carried safety activities beyond any official regulations. Accident prevention was eco nomically sound, and many industries, par ticularly the larger ones, observed a notice able decrease in accidents. Manufacturing methods and factory meas ures >were altered for better conditions, and industry played a large part in bringing to the attention of the manufacturers the need for building safety into the product to eliminate hazards and to lighten the burden for our workers. Much has been acoraplished in *h't direc tion--hand trucks have been replaced by motor driven trades, automatic screw ma chines. oil burners in power houses, con veyors, line shafts and bdta* machines, automatic stokers, aQ devised to remove hazards and back-breaking labor of these occupations. Industry has continued to its interest at a high standard and will continue, not only in plants but in the communities and every other field of accxkct prewatioo. One of the most outstanding f industry's continued interest in safety oc curred about 10 yean ago when the auto mobile industry set up a SSOQjOOO founda tion, controlled by the National Safety Council for research work in highway and traffic accidents. Considering the increased activity, io all but two of the 40 yean since the advent of organized safety, the industrial death rate has been lower than it was a 1913. This result speaks well for the industrial effort. But,one result transcends all others people in all walks of life are becoming safetyminded. In industrial plants, among the majority of thinking people, there is now a serious and definite attitude toward safety. There is a better understanding of the cost of acci dents, and a realization of the tragedy which travels hand-in-band with injuries of all kinds. There is a growing feeling of the persona! responsibility for safety losses in traffic and highway accidents as well as industrial in juries. The cause of greatest concern in the field of acridoits is motor vehicles and borne accidents. The state and highway problem tacks the control we have m industry. We mutt first make the public understand the enormity and serioumess of the situation, and then organize effective leadership. We should promote safety in the follow ing channels; PUBLIC SAFETY Lend every effort toward a solution of the automobile accident problem. Prohibit from the highways unfit and reckless motor vehi cle operators. Adopt strict driver's license laws, uniform traffic laws for every city, and standard traffic signs and signal*. 12 Petroleum Industry Accident reporting systems, should be standardized, necessary street and highway improvements made, strict enforcement and observance of traffic laws and a recognition of the rights of others whether motorist* or pedestrians should be stressed. Observe the principle of the golden rale. INDUSTRIAL SAFETY Regular and complete inspection and re search should be done in all industries, large sad mail, followed by prompt application of approved remedial measures. Safeguard all dangerous mechanical equipment and use all such devices. Revise hazardous manu facturing processes, continue safety educa tion throughout all plants and enforce full cooperation with all state, municipal agenda and safety councils ta carrying on the safety program. EDUCATION Let education be the keynote of the com ing year so that the lessons and well-defined principles of safety can be firmly implanted in every home and school throughout the state. Let youth be gives an opportunity foe a full understanding and appreciation of the real meaning of safety so the citizens of tomorrow may enjoy the blessings that safe conditions bestow. Finally, remember that you stand today in much the same position that our safety pioneers did 40 years ago, when they or ganized, made new plans, and mutually re solved to do everything possible to save man. women and children from the tragedy of useless accidents. Every titizen should lead the way recogniz ing at all times the safety of our people is more than ever a national necessity.^ SAFING OF STORAGE TANKS BY THE ABSORPTION METHOD by W. W. COLKET coordination engineer. Sun Oil co., Marcus Hook, Pa. Tanks are necessary for any industry that produces or uses liquids and in the petrdetan industry, tanks for storage or processing purposes represent a major capital invest ment. Eventually, all tanks mutt be cleaned for a change of service, for maintenance and repair or eventually, to dismantle and scrap the vessel To dean those with flammable products, it is mandatory that they be made safe before personnel are permitted In the vessel. Over the period of years, many accidents have occurred in the industry, primarily because of a lack of a tank safing procedure. In some cases, the only result was damaged equipoimt; others have resulted in Injury to persooneL A great effort should be made to eliminate accidents, since human life is invaluable Furthermore; they will under mine the confidence of the plant personnel, and create adverse publicity; even minor aeridents are costly. - The Sun Oil company has developed a safing procedure* through the combined ef forts of the operating, mechanical, safety and laboratory personnel. After this pbn was perfected, it was strictly adhered to. This procedure has been developed primarily for the protection of our personnel, and secondly, as a safeguard for the equipment. Because of this safing procedure, the tank cleaning operation, which is mostly hand labor, is more efficient due to the increased confidence of the workers. CATEGORIES OF TANKS For Sun's safing procedures, tanks are classified according to the product* stored; 1. Products having a flash point higher than 12S* Closed Cup Flash (Flash Pensky Martin). 2. Products having a flash point of 12S* Gosed Cup Flash (Flash Pensky Martin) or less. 3. Products containing tetraethyl land. 13 1957 National Safety Congress Tanks that have beet in leaded serv ice are considered contaminated until cleaned, no matter what product stored thereafter. The tanks in service having a product with a flash point well above 125* F, are through a gauging devtee, under which there is no stand jape. If it shows the tank U still within the flammable range, the filling procedure is repeated. When the vapor is below die flammable range, all oil and gas lines are blanked on the tank side of the comparative!)' easy to safe for any part valves. Then all shell and roof manheads of the cleaning operation. They are pumped are immediately removed and air movers down, stripped as low as possible and then installed on the roof manways and placed the vapor spaee tested with a combustible in commons operation until the tank has gas indicator to determine if the vapor space been cleaned. Personnel may enter when the is flammable. In most cases, the indicator air movers are in service. shows the vapor ' is below the flammable Tanks that have been contaminated by range and the tank is safe tetraethyl lead arc; with one exception, All oij and gas lines arc blanked on the treated In exactly die same manner. This tank side of the valves. Up to this point, one exception Is die mandatory order that no manheads have bees removed from the no one enters die vessel without complete tank. Next. the shell and roof manheads tetraethyl lead equipment, until such time are removed and one or more air movers as the tank has bees declared lead free. are installed on the roof manways, depend ing on the sue of the reucL From this point, personnel may enter the tank and cleaning is a routine affair by any method desired. ' INCREASE Oil HEAT There are many variations in the proc*dere for tanks k which the products have a IS* F. flash point or less, depending The tanks in which the products have a flash point of 125" F. or less, are the ones that concern us must. Whet such a vessel is safed. h must be pumped down and stripped as dose to the bottom as possible. The bottom is then covered with an absorp tion oil ('gas oil or fuel oil. having a mini mum flash of 150" F.). This is done by pumping in. through a suction, discharge or stripping line, approximately two feet of absorption oil at ambient temperature, let ting it soak for approximately 24 hours and theo pumping it out following the original stripping process. mostly upon die quantity and consistency of the bsJhr. on the floor of the tank, the viscosity of die material stored and the ammmc of scale and dirt deposited on the floor, roof mtnmni and shell. It is some times desirable to use several floor washes before filling the take. If the material on the floor Is heavy after the Initial wash, wanner (150" to ISO* F.) absorption oil may be injected to insure penetration of the heavier hsAw. It has been our experience on several extremely difficult tank safings, that after the second filling, it tv necessary to fill the USE ABSORPTION Olt The tank, if it has a cone roof, is then filled close to the top angle with an absorp tion oil. and If a floater, it is filled to the point where the roof is floating. Depending upon the amount of bottom sediment and water^ (b.s.4w.) that is estimated from #auge measurements to be on the bottom of the tank, it stays dormant for as long as a week. This part of the procedure permits die oil to absorb the hydrocarbon vapors in the vapor space, most of the light ends trapped in the bj.&w. and behind the scale on the ihdL After the soaking period, the tank is again pumped down and stripped. A vapor space test with a gas indicator is then made from the bottom to the top. tank for the third time with absorption oil at approximately 180" F. One tank In par ticular. in which there were 15 feet of b^kw., was put into hot gas oil service (180* to 200* F.) tor several months until the level of the b-*.Avr. was reduced to two feet tnnage. Many times after a tank has been made safe to open, the material (eft on the floor still lias light ends mixed with it so that when stirred, it will release sufficient hydrocarboa vapors to make the vapor space flammable or explosive. This condition is eliminated by the use of air movers and by stirring the material on the floor with a high pressure water stream, ning a grounded nozzle. (150#, using a WT fire hose and a Y*m or nozzle). 14 Petroleum Industry The water and the material that is being slurried, are constantly pumped from the tank during the washing process. In one or two cases, when (he b.s.flcw. was extremely viscous, a high pressure, high flash, gas oil stream was used in the same equipment to break up the b-S.&w. and to absorb the light ends it contained. No personnel is allowed in any tank until the vapor space tests below flammable limits. A gas tester is in constant attendance when cleaning a tank which had contained liquids of 125* F. F.P.M. or less, staying inside the tank with the cleaning personnel, continu ally taking gas tests. If the vapors approach the flammable range at approximately 18 inches from the floor, all personnel are instructed to leave the tank until the vapor space is again safe. In the case of higher flash products, gas tests are made every morning and noon while the cleaning opera tions are in progress. No part of the procedure is by-passed at any time, and regardless of the time con sumed. no one is permitted to enter a tank or remain in one. if the sapor space reaches flammable limits. RULES FOR EQUIPMENT There are certain basic rules governing the types of equipment used and the location of the equipment at the tank site. Air movers used on tanks must be the induction type with a capacity of 4,000 CF1L No automotive equipment, such as engine-driven pumps or compressors is allowed within 100 feet of any open manway. All equipment used in or on the tanks, such as air movers, hoses, must be properly bonded to the tanks. Alt tools that are used on or within tanks must be fabricated from non-sparking ma terials. The air movers are kept in service 24 hours a day, until the tank has been declared gas and/or lead free. At Sun Oil. the air movers are often used until the tank re pairs are finished. An alternate procedure has been developed to handle tanks with a flash point of 125* F. or less, that are located in areas where the use of an absorption oil ts not practical or where the disposal problems of *the oil and contaminated material becomes difficult or uneconomical. This method may be used where there is a possibility that tetraethyl lead from the recovery of die absorption oil could affect certain catalysts, for use in marketing division tanks, or at outlying tank farms. PROCEDURES DIFFER The pumping down and stripping opera tion remain the same but the balance of the procedure is radically different After the tank has been stripped, all oil and gas lines are blanked off, and then it is filled with water. While filling, a sufficient quantity of absorption oil is injected with the water to cover the surface of the water with a $4" to 1' film of oiL The quantity of oil is injected before the tr Is & full. When safing a cone roof tank, it is filled to above the top shell angle. When safing a floating roof tank, sufficient water is pumped to raise the roof approxi mately one foot off the supports. This places the liquid level in close proximity to a root manhole for skimming operations. Speaking only of the cone roof tank procedure, after filling with water, a vapor space test with a gas indicater is made above the oil and water level. If it is in the .explosive range, an inert gas. such as nitrogen or COi is slowly injected into the vapor space, forcing the hydrocarbon vapors through the roof vents to the atmosphere. As soon as the gas tests show the vapor space to be inert or below the explosive range, all roof manheads are removed and all other roof connections opened if possible. One or more air movers, depending on the size of the tank.' are installed on the man ways or roof connections. These air movers stay In service 24 hours a day until the tank has been declared safe and/or lead free. GAS INDICATOR TEST The vapor space is again tested and if still below the explosive range; the oil skimming operation is started. This opera tion consists of the installation of a skim ming pan (fabricated from non-sparking material) through a roof manway. The pan elevation is adjusted to skim the oil off the water. The oil and water accumulation in the pan is pumped Into tank trucks, using bonded rubber hose and an air driven re ciprocating pump. It is possible to skim the oil to a film thickness of approximately yi". When the skimming is finished, the water is drained and a gas indicator test is taken 15 {95, National Softly Congress through the open roof manway, to check the quantity of hydrocarbon vapors hi the tank. If the use is below the explosive limits, the sbeU eweScads are removed the lowest point of the underside of tbe roof. At this time, both air movers, taking suction at the annuhis, are put in service The operation is not started until the gas indicator tests show the vapor state lo be bdov the flammable limits. If the tests hwKcate as explosive mix* tore, the filling proem, using water and absorption oil, is repeated. Inert gas is not used since the sir movers are kept in con stant service. AIK MOVER PREVENTS EXPLOSION After the start of the draining process, the third air mover is put into service as soon as the liquid level is an inch or two below the bottom of the open manway. This air mover prevents the vapor space that is bong created under the roof by the water draining from becoming explosive. After following the above procedure, the actual cleaning is done so the manner as previously described. Alt rules and regula tions pertaining to safety of personnel are unchanged. The procedure tor Angling roof tanks is somewhat different from that for cone roof tanks. After the roof has been floated, the primary seal is loosened at two points so that two bonded air movers may be con nected to the annulus between the bulkhead and the shell at locations 180 degrees apart. A third bonded air mover is connected to some roof opening other than the center manway. All air movers are located above the top of the shell and connected to the roof openings by Snorkel Tubing. This is done to avoid collecting gases above the roof level inside the tank shell. One air mover, connected to the annulus, is put into service sucking air through the mover, thereby sweeping all fumes from the annulus. After ihe sweeping process has been started, the center roof manhead is removed and the draining of water is started. This draining continues until the roof comes to rest on the roof supports and the water level is one to two Inches below After the partial draining is finished, the skimming operation, such as described for cooe roof --"k*_ is started. When the slam ming is finished, the water is drained out oi the tank and whoi empty, the vapor space is tested with a gas indicator. If the test is below the explosive limits, the shell man heads arc moved. The clean ing operation is not started until the gas indicator tests again show the vapor space to be bdow the flammable limits. If* the tests indicate an explosive mixture, the process is repeated, with two exceptions: first, the air movers are kept in service, and two, the roof is not floated, the liquid level after filling is 1* to 2* bdow the underside of the roof. We prefer the procedure using the larger quantity of absorption oil. The alternate procedure should only be used where there is a shortage of oil or where the disposl of the oil is a problem. The relaxation of the hydrocarbon vapor Omits that are al lowed by the alternate procedure when re moving the manhead* permit a hazard that we recognise, but suds a procedure is better than one that permit* tanks to be opened while explosive. ^ 16 EVOLUTION OF SEISMIC EXPLOSIVES by J. W. COCHRAN seismograph industry manager. Atlas Powder co., Joplin, Mo. This stay be the atomic age, but cooventioctal explosives--dynamite and its many variations--are still our demolition work horses. la 1956, more than 900 million pounds of commercial explosives were manu factured in this country. More is expected to be produced this year. Explosives arc truly one of the key ma terials used by man. They are a basic mate rial to some of our primary industries. Without them many--if not most--of the raw materials we take from die ground would be virtually unavailable to us. They are- equally as vital to the construction in dustry--for the excavation of rock for building stone and concrete and for cutting through natural rock obstacles. The use of explosives in seismic explora tion is a relatively recent development--only some 30 years old--but it is not the most recent Today high explosives are even breaking into the guided missiles field, not just as a destructive force, but as a com ponent of guidance systsns. Controlled quantities of explosives are used to power fast acting electronic switches and similar devices. So although explosives arc one of the oldest materials known to man, new uses for them arc constantly bang discovered. HISTORy OF EXPLOSIVES In order to *" the development and use of explosives in seismic exploration perhaps we should disgress to take a look at the history of explosives. As we do this one thing will become evident: that the de sire for greater safety has probably been the greatest single continuous force in their development Greater control to provide greater confidence, has been and still is the goal of nearly every new development tn the explosives industry. Many people, the Chinese, Hindus, Greeks, Arabs, English and Germans, credit for the discovery of black powder--the worlds first commercial explosive. .Credit is generally gives to England's Roger Bacon as tbe inventor, and to Barthold Schwars as the first to put it to practical use. The first authenticated us* of Schwarz's guns was in England in 1314. They signalled the death knell of the taught in armor, the Feudal system, and the Dark Ages. More than 300 years passed before gun powder was put to tbe service of man. Crude Masting techniques- techniques that would send shivers down tbe spine of any blaster today an^ would probably give a safety engineer apoplexy--were introduced in the mines of Hungary in 1627. It is not surprising that it took a tong time to per suade workers to accept the new tool. It apparently replaced crude hand and fire methods in the mines of England in about 1672!. Tbe first use of Mack powder for blast ing rode in a construction enterprise was in widening the Albula Road in Switzerland in 1696. Throughout these early develop ments the lack of effective boring machines and the high cost of Mack powder stowed industrial application. SAME FORMULA TOOAT Despite the crude, virtually uncontrolled methods of testing and manufacture, the formula prescribed by the first powder makers for black powder was essentially the same as it is today. It was, and still is, an intimate mixture of finely ground solids: approximately 75 per cent potassium nitrate, 15 per cent carbon and 10 per cent sulphur. The potassium nitrate was obtained from saltpeter either ia its natural state or as a product of decomposed organic matter. The carbon was wood charcoal and sulphur was obtained from volcanic sources. In the New World the cotocists manufac tured their own powder from saltpeter ob tained by wetting refuse piles and leaching the piles with water. Evaporation of the resulting liquor provided saltpeter crystals. Despite the fact that several powder nulls were erected in Massachusetts in the 1600% the Colonies were still inadequately supplied at the time of the Revolution. Some claim that we could not have won the Revolution without powder imported 17 t9ST National Safety Camgrtss fro France. That in 1800, L L di Poet de Nemonr* migrated frcra France ud established a powder naS on the hanks of the Braadyirine--the forermer of three of today's leading explosives -"-*tttt"-- Some of the construction jobs that were dependent upoa black powder as the early 19th century were the National Highway joining the Potomac and Ohio rivers, the Erie Canal, the Baltimore A Ohio Railroad, and the Croton Aqueduct m New York. eriag dynamite w,""fis the U. S. was made by the Clwit Powder Co. of California, which became a part of Atlas Powder Co. aboet 4$ years ago. Since Nobefs discovery many ocher mate rials have been need to mix with the "oil,* as nitroglycerine is tailed ca dm trade. To day, these materials, called "dope" include ammonium nitrate; coal dost, ground walnut shell*, almond bulls, olive and apricot pita, and others. POWDER'S DISADVANTAGES Black powder had serious limitations. Charges were commonly ignited by an un predictable train of fine powder--sometimes crudely enclosed in do-it-yourself tube* of goose quills, straw, rushes, paper or wood. The interval between fuse ignition and the blast was a matter of speculation, and acci dents from premature ignition were common. "Miner's Safety Fuse," introduced in Eng land in 1831, made initiation much safer. In its first application, the safety fuse re duced fatalities and blasting accidents in the West Cornwall coal mines by more than 90 per cent. However, other factors still limited the utility of black powder. Since its explosion is a deflagrating reaction requiring ignition by flame, black powder can't be used in wet areas--a real limitation in most work. In addition, it is bulky, and detonates with low vetodry. Even modern improvement* haven't been able to overcome these drawbacks which severely limit Its efficient use in the field. Continuing research has resulted is the manufacture today of dynamite* and other commercial explosives which are much safer to handle and use than the first Nobd dynamite which--despite its vast superiority to straight nitroglycerine--'was touchy and finicky at beet. One development which might bear men tioning is the use of ethylene glycol--the basic ingredient of automobile permanmt- type anti-freeze It is added to dynamite-- which normally has a relatively hith {reel ing point--for the tune purpose. Thus, frozen dynamite ooee a potential hazard because of its unpredictable nature; is no longer a problon. ELECTRICAL blasting The development of electrical initiation with the electric blasting cap has probably been the most significant development in the industry since Nobel discovered dynamite. Safety fuse--though a vast improvement over older methods--still has an unpredic table naure. In addition, once the fuse is lit the action is inexorably begun and the Most modern high explosives are based upon the explosive properties of nitrogly cerine. When these properties were <Sscov-ercd in 1846 by an Italian ehonistry pro fessor, the compound was considered too dangerous for commercial use and manu facture. For years nitroglycerine was prim arily a scientific curiosity with only one practical use, as a heart stimulant. As a* explosive, it was impossible to handle; ship or detonate precisely or safely. BENEFICIAL "MISTAKE" Then in 1866 Alfred Nobel mixed--some say by mistake--nitroglycerine with ttieselguhr, a porous earth, to form a pasty sub stance which could be handled relatively safely, detonated easily and precisely--the first dynamite. The first "Nobel" nitroglyc- blaster is dependent upon the fuse to give him time to reach safely, and upon his own ability to reach safety in that time. Electrical blasting enables the blaster to fire the charge from a safe distance or from a protected location. It also permits safety checks right up to the time of firing and the firing of many charges simultaneously. These feature* are recognized in the mining laws of many state*. The purpose for which explosives are used in seismic exploration is different than in its more common application as an agent of purposeful and constructive destruction. Here explosives are used to start a shockwave in the earth. These waves are re flected and refracted as they travel In the earth and by recording them, underground formations can be located. . 18 Petroleum Industry The first recorded use of explosives for this purpose--to measure the velocity of % shockwave m the earth--was in Ireland about 100 years ago. During World War | the Germans used seismographs to locate artillery pieces. But, it has been only since about 1925 that the seismograph has been teamed with commercial explosives for the seismic exploration of oil- Today the quan tities used for this purpose are a sizable, percentage of all commercial high explo sives manufactured in the United States. EXPLOSIONS UNDER GROUND At first, seismic exploration parties had io use conventional explosives and blasting topplies. In those days, charges were often detonated on the surface or in shallow holes. Almost any type of explosive wae satisfac tory. However, refinements in technique called for the use of smaller charges ex ploded deep within the ground, usually well below the water table, where the superim posed pressures of water and drilling mud limited the type of explosive which could be used to the water-resistant gelatin dyna mites. As the needs of the seismic market in creased. explosives' manufacurers began the development of special explosives and blast ing supplies for seismic exploration. As drill holes became deeper, ordinary gelatin dynamite sometimes became desensitized by high pressure. Apparently, these high pres sures compressed the explosives. Therefore, high velocity gelatin dynamites were formu lated containing relatively incompressible substances to resist compression. A few of these materials were balsa wood, cane pitch, com flakes, and com cobs. The decrease in density occasioned by the use of these materials created another prob lem. The density of the dynamite sometimes was so low that it woutd not sink in water. Therefore, explosives with greater density to enable them to sink were developed. INDEFINITE PRESSURES It cannot be stated, definitely under what pressure any given seivnlc explosive will fail nor how long it can withstand a given pressure and stin fire. High velocity gela tins, if detonated immediately after loading, should withstand all pressures encountered in ordinary prospecting. If the charges are left to "sleep"--under pressure in a deep wet hole for any length of time; the donee of failure increases as the pressure and the "sleeping" time increase*. Of course, not all seismic exploration is performed under adverse water conditions. Less expensive gelatin dynamites can be used where the water heads are less than 100 feet, but they are not recommend;4 for "sleeper" charges. Even more recently, nltrocarbooitrate blasting agents have eome into use in seismic prospecting. The increasing use of these blasting agents, many of which are little more titan fertilizer grade ammonium nit rate, can be traced to their low cost and their insensitivity. They are not cap sensi tive--that is, they require a charge of high explosive to detonate them--and they are so insensitive to detonation by shock or fric tion that they need not be shipped or handled as a High explosive On the other hand they do require the presence of high explosives--which must be cap sensitive, of course--to initiate and ntaitain detonation. As a result, once joineu with these high explosive primers and boosters the entire charge must be treated as a high explosive. WATERPROOF BLASTING AGENTS Most blasting agents deteriorate in con tact with water. The problem of shooting seismic blasting agents in wet holes has been solved by packaging them in special water proof cans. Th* cans are threaded so as to be easily assembled into continuous rigid columns for deep loading tn small diameter boreholes. The high explosive boosters, which contain cap wells for the insertion of an electric blasting cap, are packaged in simitar cans for assembly into the column. These are but a few of the developments inspired by the special needs of the seismo graph industry. Because of the very condi tions under which seismograph parties 'work and because of their peculiar requirements (compared to the more normal industrial requirements of explosives) many other im provements have been nude in a seismic explosives especially within the last decade; A few of these arc: special cartridge sleeves for the assembly of explosives 'ticks into rigid columns; special static rei-tant elec tric blasting caps to minimize the hazard of accidental detonation by static electricity; and, special packaging of blasting agwits for offshore work. 19 1957 National Safety Congress Other innovations and improvements have made modem commercial explosives moch more reliable and moch safer to use. Bat, nevertheless, dynamite and other commercial explosives are dangerous, both to manufac ture and use; and it's doubtful that they will ever be anything bat dangerous because their very utility lies m the controlled release of huge concentrations of energy. OANGER'HARNESSED Each poisvi of dynamite is said to have the power to lift a 3,000 pound automobile 300 feet into the air. The energy to do this work is released with a violent, potentially dangerous suddenness. It is a tribute to the ingenuity of man--to the explosive manufac turer, but evm more to the explosives' user that this concentrated energy has been har nessed for use with such comparative safety. Commerical high explosives have been built to explode, and unless they do, they have no utility. The trick is to make them explode upon command, after insuring that their detonation will do the job required without causing injury or damage. Actually, the use of dynamite is much less dangerous than its manufacture. This is indeed fortunate because the conditions under which dynamite is made can be closely controlled, whereas the field condi tions under which it must be used cannot be controlled beyood a certain degree. SAFE MANUFACTURE One would expect that the manufacture of commercial explosives would be an acci dent prone business. This is not the case. Actually, it is one of the safer industries. In 1956 American industry had 6-38 lost time accidents for every million hours worked; the high explosives industry had 1.59--one-fourth of the overall average. For each hour on the job, workers in the explosives industry have only a sixth as many accidents as bakers, and only oecthirteerrth as many as workers engaged in manufacturing dairy products. Perhaps the inherent danger of the proc ess, the daily exposure to violence is one reason for this astonishing safety record. Certainly no one engaged in this hairiness would tolerate carelessness. The safety problem facing the user may not be as acute, but, we must remember it is faced under much more adverse conditions and usually by people, who although they are experienced--lack die many years of experience of the producing companies. The maxmfactnrers of explosives are aware of this fact And although the explosives industry is a highly competitive one, there is one point at which nearly all the manu facturers cooperate. This is in the promo tion of good practice in the tue and handling of explosives. Through die industry asso ciation, the Institute of Makers of Explo sives, they report to each other and inves tigate every accident and near acodrot to determine causes and corrective precaution ary measures. ISSUE SAFETY MATERIAL This same body formulates the safety literature which is distributed by the explo sives industry. Chief among these instruc tions is the "Do's and Don't*." the pamphlet which is entitled "Prevention of Accidents in the Use of Expletives." This pamphlet is found in each case of explosives. Of course this little pamphlet can't hope to cover every possible hazardous situation. But, neither could an encyclopedia, and these are as comprehensive as the combined ex perience of the country * leading powder manufacturers can make them at this time. Of particular interest hi the seismic in dustry is another Institute pamphlet entitled "Radio Frequency Energy--A Potential Hazard in Electric Blasting.** This little booklet details the results of years of study of this problem--which teens to have beet vastly over-rated in recent years, probably out of ignorance more than anything--and describes specific precautions to be taken when blasting in the vicinity of radio trans mitters, including two comprehensive tables of recommended safe minimum distances. Last, but certainly not least--if I may say so without appearing immodest--we, at Atlas, have recently completed a short safety movie entitled "How to Handle Women and Explosives." As you might guess from the title it is a humorous treat ment of a serious subject. It's not a teefeucal film, and intellectual managers of the business may not be impressed by it. But. our experience is that it is well received in the field by the members of the shooting parties. It doesn't go into detail abort nfetr procedures; it's designed to stress the ho- 20 Petroleum Industry portasce of handling explosives with car* and respect. It won't teach any of the finer points but we think it is useful for belting off a safety program which can drive into the subject after the movie has stimulated a little interest Seismic exploration is an unusual industry as far as the use of explosives is concerned. Probably no other industry using explosives requires its crews to handle such large quantities of powder so often, so fast Quarrymen and miners pay fire larger shots, but they seldom load so much powder in so many holes in such short periods, so cob*tntly. Seismic shooting is a day in day out proposition, not a ooce a day ocsce a week or even once a month proposition as it is in so many other industries. This speed and constancy of operation is a constant invita tion to carelessness. Handling high explosives and even less sensitive blasting agents--after all, they re quire high explosive booster*--must always be classed as a potentially dangerous occupa tion. Powder met can't afford to bn care less. There just "ain't no" such thing as good odds on a human life--especially your own. Any odds less than a sure thing arc in favor of the home. A USEFUL AND USEABLE SAFETY MEETING TECHNIQUES (A Demonxiration--S muiwtn*) by CARLE S. HANNAFORD safety engineer. Long Lines DcpL, American Telephone A Telegraph ca-. New York city PRESENTING THE DEMONSTRATION Purpose The demonstration is designed to illus trate by actual discussion the practical meth ods and steps in conducting on-the-job safety meetings. It requires 35-40 minutes for presentation. Participants In so far as U possible, participants should be selected with their particular parts in mind as this tends toward a more natural presentation. However, a little coaching and assistance during practice sessions will work wonders in adjustment of participants to their parts. Spontaneity can be developed even though the nature of the demonstra tion requires dose adherence to the script. Practice Sessions Advance practice is vital to a smooth, natural presentation. The first step should be a purely "reading through" session with odi participant merely reading his put with no attempt at dramatization since the purpose is to gain familiarity with the script and cue phrases. Following the "read through" session an average of six to eight actual practice sessions will give sufficient "carry" to the demonstration without at tempting to memorize the parts. After the third or fourth practice, attention can be given to developing spontaneity, naturalness and dramatization. An important point is to make certain that partidpants speak at a level and vol ume so ms to be beard and understood by the listening group.. This Is of particular importance in small groups where a public address system is not used. Also of impor tance is using a rate of speech that is neither loo fast for the audience to follow nor too slow to maintain interest. Setting end Arrangements The partidpants should be seated at the table with tbe open or unoccupied end fac ing the audience and tbe demonstration 21 1957 National Safety Concrete leader at tbc end of the table farthest from the audience. This permits a view of the faces of all participants. Where possible it is suggested that two small tables be used to form aa open "V" with the opening facing the audience, with a small reading table for the demccstnuSoQ leader at the point of the V. This permits a better audi ence view than with a single table. A lec tern can be provided to one side for the use of the leader while he is presenting the material which ts not actual group discus sion, as this aids in separating the two in the mmds of the audience. Each participant should have aa individ ual "flip over** ring type binder approxi mately in size, with the rings at the narrow end. All of the script should appear in each binder; however, the binder for each participant should have his own part typed in capital letters and underlined in red. Since the other parts are typed in lower case each participant can identify his part quickly and at a glance. Only one side of cadi page should be used and typing should be double spaced for each partici pant's part. Display cards should be prepared as re quired in the text, with lettering targe enough so that the cards can be easily read by the audience. An easel and newsprint, together with crayons should be available for the leader. However, the diagrams and items which he refers to in the lecture part of the demonstration should be prepared in advance so that it is merely necesary to turn to required sheet. It is best to have two assistants, one who displays the cards in accordance with the directions of the other who is equipped with a script and signals for each card by number. The numbers are placed on the back of the cards in accordance with the numbers placed on the script used by the leading assistant. The leading assistant can use hand* signals to indicate the length of time each card is to be displayed. These two assistants should participate tn the practice sessions in order to insure proper coordina tion. For large audiences or unusual room ar rangements, two sets of display cards and three assistants may be necessary. In addi tion, individual table microphones should be supplied for the participants with a harness or lapel microphone for the leader. * 22 Alternates In order to avoid difficulty due to sick ness or unavoidable absence of a partici pant, it is recommended that the leading assistant in displaying the cards be trained as a replacement. This can be done by selecting the assistant with it in mind and having the assistant actually act as a par ticipant in a couple of practice sessions. In addition, the alternate should read all parts thoroughly since it is best to have regular participants take only their own parts, leav ing all "fill in'* duties to the alternate in cluding substitution for the demonstration leader. INTRODUCTION Safety meetings are a time honored way of selling safety to individual employees. In recent years many people have been saying, are they worthwhile ?--Do we really sell safety ?--What are the things that make safety meetings click? All too often safety meetings develop into a "telling them** with the group playing a passive rather than an active part in the meeting. We who hold the meetings are talking when we should be listening. Once the problan has been clearly stated there must be participation by those in the meet ing. Without it there isn't much chance of convincing anyone. And yet. time is of the essence also. On-the-job safety meetings just shouldn't take forever. This morning we will demonstrate far you some of the useful and useable safety meeting techniques. These techniques have been developed and learned the hard way through actual experience. We are not go ing to smother you with a tot of words and technicalities. We are going to tell you briefly what we are going to demonstrate and then do it right here before you. Only the most important key ideas neces sary to a good nfety meeting will be dem onstrated. There will he (wo tO-miaut* demonstrations with a few supploncntary items being shown between the two demon strations. Before each one we will tell you briefly just what techniques are being dem onstrated and the subject which will be tfiscussed while demonstrating them. During each discussion large placards will be displayed, pointing out just what tech nique is being demonstrated at the moment. (HOLD UP A PLACARD.) In addition. i k l 't l Petroleum Industry os the easel to the left of the platform, a large card will show the subject under dis cussion during the duration ef each discus sion. In all of our demonstrations we will as sume that the necessary preparation has been made by the leader--which I assure you is the rasa. Thus, the safety meeting techniques we will demonstrate deal solely with the conduct of the meeting itself. I would like to introduce those who will par ticipate. (Each group member will rise as his name is called.) Our first demonstration is designed to show the following things: 1, The value of group participation and how to get it--in other words, getting tbc gang in on the act. The use of illustrative personal experi ences of the group members--helping them sell themselves. 3. Getthsg reasoned voluntary group acceptaiKr--checking to make sure they have bought the bill of goods. The subject which will be discussed as a means of demonstrating these three things is --"Are On-the-job Safety Meetings by the Supervisor Worthwhile.** (Card with sub ject on it should be set up on easel at this time.) Tbc demonstration will be in two parts; First we will discuss the subject without using any of the three items to be demon strated. Then we will discuss the subject again using than. During the course of the second discussion, placards will be displayed as each of the three items: group participa tion, group acceptance, and illustrative per sonal experiences, is used. We will now proceed with the first part of Demonstration No. 1. The three items necessary to good meeting technique* will not be used and the subject under discussion is (pointing at the card) "Are On-the-job Safety Meetings by the Supervisor Worth while." This part of Demonstration No. I wit! last approximately three minutes. DEMONSTRATION NO. I (3 minute demonstration without using the three techniques mentioned; display card saying "WITHOUT.") LEADER: Fellas, Td like to find out what you think about these on-the-job safety meetings. Are they worthwhile? We've been holding them every week for a long time now; personally I think they are pretty good. It gives us a chance to have things lined up about safety. What do you think about it, Ed? DALTON: Yeah, boss, it certainly lines things up alt right. LEADER: None of us wants to get hurt. I know that and l know you fellas arc all with me when it comes to safety. It's im portant that we talk over new safety rules and get them straight before we start using them. Don't you find these meetings OK, BUI? HRDUCKA: Swell, boss, just swell. Ken asked me about a new safety rule just the other day. I told him--"Take it easy, boy, the boss will explain the new safety rule when we have our next safety meeting For now, just watch bow I do it" Yep, these meetings are OK all right; just couldn't get along without them. MALLE; Being a new man on the gang is tort of tough. Now about that new safety rule--just how do I us* . . . LEADER: I'll get to that in a while, Ken-- let's decide about these meetings, whether they are good or not. MALLE: Welt, this is my first one. Guess they must be good or you wouldn't be holding them. LEADER: Earle, we haven't heard from you yet. how about it? 'CADWELL: Es er, what 1 How about what? LEADER: What we are talking about, safety meetings. , CADWELL: Sure, they are fine. Just as you spoke I was wondering whether I had turned off the electric furnace before I came over here. Maybe I better go look just to make sure. LEADER: Gone this long, might as well let it run another minute or two. We'll be through soon. ' LEADER: I guess we are all agreed that these safety meetings or the job are pretty good for us---how about it? EVERYBODY IN CHORUS: They sure are, they are just fine. LEADER: OK boys, let's get back on the job. 1 will let you know when we will get together again. 23 1957 National Safety Congress We will dow discuss the same subject: "Are On-the-job Safety Meetings by the Supervisor Worthwhile" using group partidpatioo, illustrative personal experiences of the group members and voluntary rea soned group acceptance. (Have assistants show placard using the three techniques.) (During the course of this demonstration the assistants will hold up card on each side of the stage with the appropriate item oo it as that item is being demonstrated in the discussion.) . LEADER: I've just been making out the time schedule for the next month. Since we've beet holding these weekly safety gettogethers on the job for quite a while now. I want to get your ideas about them. Should we keep on with them or lay off of them for a while? What do you think? HRDL1CKA: You mean you want us to tell you, boss--that's a switch. GROUP PARTICIPATES LEADER: Yeah. Bill. I'd like to find out what you fellas really think about these safety meetings. Are they doing you any good? (Group Participation card displayed.) DALTON: Doing us any good? Wbat do you mean GOOD ? CADWELL: Aw. Ed. I know wbat the boss means and you do toa He means, does it help us to work safely to kick these things around now and tbqt LEADER: Yeah, that's H. Earl, that's just what I mean. Work at it fellas. MALLE: Of course. I'm new around here and can only say how it looks to a young sprout, but I think it has helped me a lot LEADER: Just why do you think that, Ken? HRDUCKA: Yeah, Ken, what's so hot about it? Right now I've got that rush service order waiting for me to get at it LEADER: Ease off a bit Bill, let's give Ken a chance to have his say. MALLE: Well now, let me see. (Illustrative Personal Experience card dis played.) LEADER: Ken. have you got anything particular in mind where it helps you. Tell us about it 24 TELLS PERSONAL EXPERIENCE MALLE: Yeah, I remember something. You probably don't remember it yourself but we had one of these safety get together! just after I came on the job. I was helping Ed bare. You remember it Ed? DALTON: Yeah, I remember your helping me, but what are you talking about? MALLE: You remember Ed. At that meet ing we discussed wearing safety goggles when soldering Seeing as bow I don't wear glasses I thought it would took load of silly. 1 left them off erne day and the gang jumped me about it and just a short time after I put them on there was a little ftash of hot metal ami it lit oo the goggles instead of my eye. HRDUCKA: Yeah, but it wasn't the meet ing chat did it. We jumped you about it We always jump a guy who breaks a safety rule. CADWELL AND DALTON TO GETHER: How wait a minute, BiU. wait a minute. CADWELL TO DALTON: You tU him Ed, I think we both arc going to say the same thing anyway. DALTON: Maybe we'd jump him and maybe we wouldn't. Having these safety get-togethers sort of refreshes our mind sad keeps us on the bnlL (Greu; Participation card displayed.) LEADER: Anything yen want to add to that, Earle? CADWELL: Sure, just this. At these mcetmgs we've beat making it our plan to about the safety angles of the job at hand. Tve been around here a long time; sometimes I think too long; but I've never sees the day when taking time to talk over the safety angle* of the job didn't help me. HRDUCKA: Yeah, hi the meantime I still got that service order staring me in the face. LEADER: Tim's right. BiU, but let's go on and make sure about how we feel about these safety meetings. DALTON: Wait a minute fellas. I've been thinking maybe Bill has something there about our not needing these safety meetings. LEADER: What do yon mean by that. Ed? DALTON: Well, just figure it out. After all we are a pretty small crew and we work | together all the time and you are right here with us most of the time. Why do we need special meetings anyway? We can keep up with what is going on. (Illustrative Personal Experience card dis played.) MALLE: Maybe you old hands can, but I sure can't. MOM PERSONAL EXPERIENCES CADWELL: Well, Ed, there may be some thing to what you say but I was just think ing about the rimes when getting the job done seems so important we forget some of the safety angles. It gets to be a habit with os, so much so that the wrong way seems like the right way. if we discuss the safety angles now and then it gets as back on the track. HRDUCKA: You are right, Earle, about the- job being important. How I got that service order-- LEADER: Wait a minute, BiU, wait a minute. Let's see just what Earle has in mind. Have you any particular cases in mind, Earle? CADWELL: Well now, yes. I remember ooe and you were mixed up m it too, BilL HRDUCKA: Yeah, that to, what was it? CADWELL: You remember when we had that emergency call about the exchange cable being out and tests showed it was in the manhole at the corner of Washington and Lincoln streets. HRDUCKA: Yeah, I remember it. It was about six months ago. The boss had been called into the office. You, Ed and me rushed out there. ' CADWELL: Yeah, that's right. DALTON: Yeah, I remember it, Earle, now that you mention it. CADWELL: Remember. BilL you rushed out and we got the cover off and in our burry we sort of forgot to make tests for gas before entering the manhole? DALTON: Bill should remember it We sure had to get him out fast. Lucky he wasn't done in. HRDUCKA: Yeah, I guess you fellas sort of got na We did forget to make those testa. (Reasoned Voluntary Acceptance card.) LEADER: Well, we can mU be glad that it worked out OK. What about these safety meetings though--do we want to continue them or not? Petroleum Industry VOLUNTA*y ACCOTANCE DALTON: Well, I guess we do all right. I take back my crack about being together on the job every day taking the place of these meetings. CADWELL: Yeah, that's the way I feel about it, too. Having been around here a long time I have seen these things come and go and we have always done a better job when we had these safety meetings. LEADER: Kat, how do you feel about it? MALLE: Well, there's no question that I'm new and need all the help I can get, and I'm aiming to be around here a long time like Earle. LEADER: Well, Bin, you got anything to say? HRDUCKA: Yes. Ill go along with Hum meetings, I guess. Maybe we do need to stand off and look at wbat we are doing now and then, just to make sure we are doing it safely. But I still got that service order staring me m the face. LEADER: Well, fellas, are we all pretty much agreed dow that we want to continoe with these safety meetings on the job each week? CADWELL: Yeah, let's go ahead with them. DALTON: I'm for it. MALLE: I sure want them. HRDUCKA: OK, OK, eoimt me in. LEADER: All right, next week let's talk about wiping joints the safe way. Ed, sup posing you be ready to talk about it and show us some of the angles and have Ken help yon. DALTON: All right, well be ready, won't we, Ken? MALLE: Sure wilL LEADER: Well, I guess that jost about wraps it up for the day. Maybe we better let Bill get at that service order. HRDUCKA: OK, boss, I'm on my way now. I doubt If anyone in die audience missed the way the group partidpatioo made the safety meeting really dick, as compared to the first iiiwwiiw la which the leader tried to carry die ball himself; also obtaining reasoned voluntary group acceptance really sells the ideas'under discussion. People like 25 19$7 National Safety Congress to "get in oa the act" and the selling power of being in on it yourself is tremendous whet compared to just listening to someone rise's logical presentation. In our second discussion use was also made of illustrative personal experiences told by the group members. I guess we arc all built about the same whos it comes to hearing the sound of our own voices. From the standpoint of getting safety ideas across, it it eertainly a powerful tooL DISCUSSION TECHNIQUES Before we present our second demonstra tion we would tike to cover three practical work-a-day discussion techniques which were used in the first presentation and will also appear in the second one. These are: 1. The use of the question 2. Shaped or controlled discussion 3. Overhead or uncontrolled discussion It is hard to bcCcve that such a simple thing as a spoken question is one of the keys to influencing human conduct With it we can obtain an expression of the thoughts and reactions of other people setting up channels for mutual exchange of Ideas and getting reasoned voluntary acceptance. The power of the question lies in its require ment of an answer. It should be phrased in such a manner as to require more than a mere yes, or no, for we must know the urfly's and wherefores if we are to influ ence people's derisions or help them form their conclusions. Questions are the TM operating device of the discussion leader. There are four basic types of questions: 1. Overhead. k> which the leader asks the question without indicating a particular person to reply. 2, Directed, in which the leader asks the question and then names the individual who is to reply. Reverse, in which the individual ask ing the question had a question di rected back to him by the leader in order to hare him develop the an swer himself or to gain more in formation. 4. Relay, in which the leader relays the question to someone else or to the group at large to get group partiespotion. CONTKOUID OtSCUSSION Every discussion or meeting is node up of one or both of the two basic "faring procedures. The first U the sfafped or con trolled discussion, is winds the leader hasps direct control by asking the querioa^ des ignating specific mdmdcnb to reply without permitting uncontrolled Sscusmco hlsns the group members thmuelies. Overhead or uncontrolled dtsamkot take place between the group iin.iidux* wfcfc cadi participating at vrdl after the leader pre sents die hero ior rtlscMiion. Actually, aU dtscuawms are ei.'impasad o* both types of operation. However, the no* cure of the dbeamen is deepmined by tine which predominate*. Cadi type has as pfaee depending upon whither the leader is iqig to sefl his idea or to allow the group to develop its own ideas, 1 would Eke to dem onstrate the types of questions and the shaped and pierhead dbeenrions before un dertaking the second safety meeting demon aeration. As each of the types of question is being demonstrated a display ant will be shown, diowmg its name. The same win be done while the brief demonstrations of shaped and overhead discussions are in progress. The subject material which we will use will center around this item--**How Can We Slow Down the 5 O'clock Stampede,*' even though we win not pursue it to its final conclusion. (Display Overhead Discussion card.) LEADER: We've been having quite a few accidents as a result of the 5 o'clock rush to get off the job. Isn't there something we can do about it? HRDUCKA: Sure, we can let them all out at 4:30. LEADER: That's one answer. BUI. but people would miss that last half hour's pay. Any other good ideas? DALTON: I think we've got a problem. Maybe we could stagger the time for differ ent departments, so we wouldn't gang up. (Display Directed Discussion card.) LEADER: Are there any other things we can do, Earie? CADtVELL: There toast be but they don't occur to me right now. LEADER: Any ideas on this. Ken? 26 Petroleum Industry MALLE: Yes, one thing I think we can do is to get people educated as to the dancers of rusfaioc out. LEADER: That's good. You got any other ideas. Bill? HRDUCKA: Couldn't we put this up to the safety committee and let them worry about it? (Display Reverse Discussion card.) LEADER: Wdl. just what would you do, &S. if yon were on the safety committee? HRDUCKA: Well. Vd get off the com- LEADER: So. we wouldn't let you off that nuiy. Bill. Seriously, what would you do if yon were on the committee? HRDUCKA: Well I guess I'd fad out jaw where the wont accident spots were and work on them. . LEADER: That sounds good. CaDWELL: Sounds OK. but just bow wootd we do it? (Display Relay Discusskm card.) LEADER: Ed, you've been on the safety committee. Got any suggestions? DALTON: Let's look over all our acci dents and find out from the record just where they are happening. MALLE: That sounds like a good ap proach. Ed. Wbe's going to do it ? Where will we get the information? LEADER: Writ, I'll get the information tram the industrial relations group and see what we can do about it SHAPED Oft CONTROLLED DISCUSSIONS (Shaped Discussion card displayed.) LEADER: Iw the 3 o'clock rush last night erne of the fellows was jostled, lost his foot ing and fell, breaking his ankle. Isn't there xancthing we can do about this? What do yow think, Ed? DALTON: Yes, we could get these folks educated about the dangers and quiet them down a bit. LEADER; How would you go about it, Eark? CADtVELL: We could use some posters. LEADER: Have you got any suggestions, Baa? HRDUCKA: Well, we could put in a pub lic address system and have some nice sooadmg gals talk over it to caution people. LEADER: Aw, guess well pass that one upt Bill. Got any ideas, Ken? MALLE: Seems to me we should just talk it over in our on-the-job safety meetings. UNCONTROLLED DISCUSSION (Display card.) LEADER: We are having too many in juries in this 3 o'clock stampede. Isn't there some way we can control it? HRDLICKA: Sure, let everyone out at 4-JO. DALTON: Aw, pipe down, BtU. This is a serious matter. If we go over the records maybe we can find out just what is happen ing and where it is happening, CADtVELL: Yes, that's a good idea, Ed. Isn't there something we can do right away in the meantime? MALLE: Weil, it seems to me that we could make it a subject for discussion in all our on-the-job safety meetings. DALTON AND CADtVELL: That sounds like a good approach, Kca. LEADER: I think that's swell and I will pass it on up the line. To summarize, so far we have demon strated for you the following things: --The value of group participation --The use of illustrative personal ex periences by group members --The need for voluntary group accept ance. --The four types of questions and their uses --Shaped or controlled discussion --Overhead or uncontrolled discussion For our final demonstration, we will put on a discussion in which the four steps in a successful safety meeting will be portrayed. The four steps arc: 1. Subject ddctitwe Z Getting everyone's ideas and reac tions X Voluntary group acceptance 4. Developing a plan of action For those familiar with conference lead ership and the five step conference leader ship process, 1 would tike to point out that these four safety meeting steps are based upon and tie in directly with those of the 27 1957 National Safety Conyrttx conference process. The fundamental prripies to all meetings underlie both proce dures. SUBJECT DEFINITION Step i, Subject Definition, is where we present the subject for <Bsoikm to the group* sure that they understand it This would include soch things as present- isg a planned program or anything tbc that you warn the group to accept. In the second step everyone the groop should hare a rhtijnr to express his ideas and reactions so that the magic of group participation wifl by the groundwork for the third step, voluntary group acceptance. in the fourth step we develop a jdaai of action wherever h t* emfiqted and then summarize what we have worked out in the meeting. In our demonstration we will use and apply all of the udialqaes which we tan just demonstrated for you--watch for them, see If yon as identify them and be sure to check on their effectiveness. If you have any questions we win be glad to discsss them following this demonstration. We will now proceed with our second demonstration. It will portray for yon the four steps in a safety meeting and are wiO use as our subject "How Can We Sell Taking Safety Home." (Display Subject Definition card.) LEADER: It surprised me, personally, to find out that we are having almost eight times as many lost time accidents off the job as on the job la our company. It looks as though we are not doing too well in get ting people to take safety home with them, just how can we get people to be as safe off the job as on the job? CADWELL: Would you say that again, boss. Did you say, eight times as many tost time cases off the job as on the job? LEADER: That's right, Earle, pretty close to eight times as many. CADWELL: I didn't think it was that bad MALLE Neither did L DALTON: Seems to me we should do something about it. (Ideas and Reactions card held up.) LEADER: That's just the point. How can we get people to take safety home with them? What do yon think. Bill? 28 HRDUCKA: I'll tel! you what I think--I think what I do off the job is my business. The company ean tell me what to do on the job but after 5 o'clock, oh no! that's some thing l LEADER: How do the rest of you fellows fed about this? MALLE: 'course l*m new around here, but just the same eight times as many aeddents off the job Is something to think about all right. LEADER: Earle, you've been through the suB--how does H strike you? Do you think we should do somrthing about it? CADWELL: Yea, 1 do. LEADER: Wdl why. Earle? CADWELL: Wdl OK, k's thb way. Some years ago I thought like BUI here, but when the Uisscs feh over tint bucket X left ou the cellar stairs and Me her kc, aoma thing happened to my viewpoint. You know, if I had been on the job I would sever have left that boefcm there in the first place. DALTON: That brings to mind something that happened to me me. It sure convinced me. HRDUCKA: Yea. that's all OK. but nev ertheless-- LEADER: Wait a auntie, BiB, wait a minute. Let's see what Ed has on his mad. What was it that muiluud you, Ed? DALTON: It's a near miss I had a couple of years ago when I was putting up the storm windows. It seemed pretty far to go dar around the bouse to get the ladder and the wheelbarrow was right there so I used it. When it tilted I dropped the window and busted it, bat laddly I was able to bop clear and didn't get tart. If I had sprained my ankle I wouldn't have been aide to have gone on that bunting trip I enjoyed so modi. MALLE: What you fellows say sort of has me sold, but just bow arc we going to get It across to other folks if everyone feds the way Bill docs, that the company can't tell Him what to do after S o'clock? HRDLICKA: You got me right, kid, that's just what I mean. (Display Voluntary Acceptance card.) LEADER: I just wonder, does everybody feel the way Bill does about it? CADWELL: I certainly don't and I doubt if those who say it really beSevc it Petroleum Industry LEADER: How does it strike you, Ed? DALTON: Ob. I'll go along with Earle-- I don't care how it's done just so long as I don't get hurt or my .folks don't get hurt. If it works for me on the job, it should work off the job, too. MALLE: As far as I'm concerned, I don't think a hospital bed would be any softer just because it happened off the job. LEADER: I have beard it said that if you really beSevc at safety and work at it on the job k doesn't take too much effort to stake it work off the job; if you try. What do you think about that. Bill? HRDUCKA: As I said, no one's going to tdl me-- LEADER: No one's trying to tell you, BtlL Just suppose you had a Udder with a broket rung ou the job, would you use it? HRDUCKA.* No, it's up t the company to furnish me with good tools. - DALTON: You mean. Bill, that the com pany should furnish you with the stuff yoa use at borne. HRDUCKA: No, I didn't say any such CADWELL: Would you use a ladder with a busted rung at borne. Bill? Deliberately that is. Don't you think as much of your own neck as the company does? HRDUCKA: Of course I do. It's my neck. LEADER: Just a minute fellas. I think Bill doesn't want to get hurt off the job any more than be does on the job, do you? HRDUCKA: You're dam tooten I don't. LEADER: l guess we can all agree on that point No one wants to get hurt off the job. ALL AT ONCE: That's right. (Action and Stannary cord displayed.) LEADER: Wdl let's look at some of the things that we can do to keep from getting hurt off the job; la other words, some of the things that saB people on taking safety home with them. Got any ideas fellas? MALLS: It's done me a lot of good just to talk about it here. Why not make it a subject for tSsmsaca in on-the-job safety meetings? DALTON: XTX go along with that; Ken. CADWELL: So will I, because we can think out the problems better that way and line up things to do. LEADER: BiB-- HRDUCKA: Uh, Uh! LEADER: I'm going to put some of these things down, fellas. (Writes on easel-- "How Can We Sell Taking Safety Home.") (L Discuss off-the-job safety in on-thejob safety meetings.) LEADER: Some companies mail stuff home. What do you think about that? CADWELL: Yeah, my brother's company does that. I h?ve read some of the stuff, it's pretty good on off-the-job safety. What do you think about it, Ken? MALLE: I think it would help. DALTON: Yeah, if it didn't get in the waste basket too soon. CADWELL: Aw. I don't think many peo ple wo--d throw it away without reacting it LEADER: Well, let's add it to our list anyway as one of the things we can do. (Adds this item to list on --lot- Miil off* the-job safety material to home.) LEADER: Any other ideas? DALTON: Boss, you said at the beginning of this meeting that off-the-job accidents are right times the number of ou-tbe-job acci dents and it impressed me. 1 think we should keep good records on off-the-job eases and make comparisons of them with on-the-job accidents from time to time. It may sell other people, too. LEADER: What do the rest of yon thank about it? MALLE: I think that's right. CADWELL: So do L LEADER: Well. Bill, what do you think? HRDUCKA: Ya, ya, it's OK. LEADER: Bill, you remember a few years ago you spent a couple of weeks In the con struction office to help make some hazard check lists for use on the job? HRDUCKA: I sure do--that was a good list, even if I say so myself. In fact. I will say so. LEADER: I agree with yo". Bill*-we've gotten a lot of use out of it all over the company. You know. Bill, you could do an awfully good job on this off-the-job hazard deal, too, if you would. MALLE: If it's even half as good as that on-the-job hazard list I would take one home tonight. LEADER: What do you think of the idea, Earle? 29 19$7 National Safety Congress CADWELL: I like it. If I had looked at something like that once in a while asd checked the hazards around the house, I would never have left that bucket oa the stairs. DALTON; I agree with that idea of a hazard check fist. If l had something to safety oa my mind at home, I would probably never have used that wheelbarrow as a ladder. HRDUCKA: What I think these guys need is for someone to make up a list for them. DALTON: It looks to me like more than a one man job. HALLE: Well, we could all make our own lists, couldn't we ? LEADER: Earle; what's your reaction to this? CADWELL: listening to the gang here, it seems to me it would be a good idea if we all made a list and brought it in and die* cussed it ia one of these on-the-job meet ings where we talk about off-thc-job safety* LEADER: Now I think we've got some thing her& Let's do that. Let's cadi bring in a list, talk it over, and 111 send it in to the office and have some copies made. Let me put it down here with the other things. (Adds this item to those on the cascL) LEADER: It seems to me these four things we've come up with for wiling safety at home are pretty good. I am going to write them up and sod them into the office: Maybe the safety committee or the safety supervisor can work out something that will help everyone m the outfit. CADWELL: Boss; why don't you wait un til after we have fiicnaed this ourselves? HRDUCKA: I dunk Earle's right. When I was nuking that on-the-job hazard list, the other fc&as and I locked it around be fore we came oat with one: LEADER: OK, fcQas. let's do It that way. Let's take a couple of weeks to make our Usu aod that we win dtteuss them. Does that suit everybody? ALL IN CHORUS: Yeah, that's fine. That concludes our second and final dem onstration. I am sere that you were all able So discern the four steps in a successful safety meeting as the placards were dis played. In addition, an experienced group of safety people like yourselves were prob ably away ahead of us all the way with respect to the techniques we have been demonstrating.^^ SAFETY THROUGH THE EYES OF A CAMERA by J. L MUIR personnel manager ft chief safety supervisor, General Petroleum of Canada, Ltd., Calgary, Aib^ Canada How many times can you remember that >ou have had to describe in great detail wow unsafe practice or condition to a persoo.or a group of persons and wished that you had some other visual aid to help you ? You knew that your full description was not going over, not being fully grasped be cause the necessary description was too big. too confusing, too mixed up for your lis teners to grasp the whole landscape. How many times have you addressed a group of workers on safety or a related matter, and even had as assistance, posters and the like? But you' knew that you JO would not have the full interest of the group in front of you. and that a port of the group at least, was not absorbing your message But. when you mentioned a mat ter that touched one of them personally, or an individual or crew of the same com pany, interest was immediately noticeable. How many times have you heard and per haps yourself said, that you wished you could take some of the reddest drivers we find on our highways to the scenes of ve hicle accidents and that, fay seeing the pic ture or by visual aid. if you care to call it so. show them the damage, injury and death Pttrolevm Industry by careless, forgetful, or reckless driving? I could go on for hours telling you of the various difficulties many others have had in trying to Impress, educate; and teach, one or a group of persons some matter, or matters of safety. I have been in the same situation before this rime PICTURES TtU. STORY But let us never forget a small but true saying, a saying1 that is not used enough, "every picture tells a story," and if the picture is, what I would like to call a "reaT* one, your story is told easily, quickly, and fully, and it is registered and recorded SAFETY BELT--UFBAVER In another picture, we firmly believe that had the driver had a safety belt on, it might not have resulted in a fatality- In the pic ture, I can point out the cab, the condition of which makes us say that In the next two pictures, the first one resulted in a rail road crossing fatality. At the far side of the railroad tracks, you can clearly see the skid marks of the car, plus the 100 per cent visibility of the railroad crossing on the highway. Again that picture tells a story, which could not be easily described. In the second, which again resulted is a highway fatality, the skid marks of the ve hicle arc plainly seen and definitely, without for a much longer time in your audience's having to explain by word of mouth, will mind, than by just talking. show everyone who sees the picture, the How, therefore, can we achieve the goal we arc striving for in this matter? I sub mit for your consideration that you gain result of extensive speed oa a curve The last of this whole group was the result of a head-on colliSion, cause bring a center that objective through the eyes of a camera, and so the heading of my talk to you. "Safety Through the Eyes of a Camera." line accident. Here again to try to describe would be nearly impossible To visualize the point of impact we must show the debris I have photographs in groups and will by the right front wheel. describe cadi as it is presented. AH of them were not taken in connection with other my own company, my previous oc cupation before being with General Petro leum of Canada Limited, or even connected with myself. Several safety engineers from Canada provided me with certain photo graphs which went to complete my talk. My first group of pictures covers prob lems that all safety directors have ia con nection with the transport phase of our work, that being the accidents that take place with our transport and drivers. In the first picture we sec an accident as a result of icy Conditions of the highway, and you wilt readily agree that to try and describe those conditions without a picture would be nearly impossible. In the second is a close up of the vehicle in the same accident, which by the way, resulted in a fatality. The tracks show the power of a vehicle when the driver or the vehicle goes out of controL The next group of four pictures resulted In a fatality, which I am sorry to say, took place within my own company, when the driver, without reason ran off the highway. Without pictures, to try and de scribe the results of just running off the edge and rolling over, again would be nearly impossible. Another set of pictures was the result of a wild well in the far northern part of British Columbia, when gas escaped through the blow-out preventor and caused an ex plosion resulting in a fire. As to the argu ments about how the fire started or other wise, we will not discuss, but the point I would like to make is that it would be im possible to describe the conflagration and damage done, the danger to workmen when such a catastrophe takes place, and the need for education, training and supervisory control if something should go wrong dur ing drilling--impossible without pictures. In the next group of three pictures again I would ask you. how would you describe the results of this aeddent? This was a derrick being raised in the northern part of Alberta, with the temperature around 40 below zero. When the derrick reached about half nay ups it literally fell apart. Wl>at would have happened had the men on the rig not been taught to stay clear when the derrick is bring raised, and how many times do we find just that situation exist ing? But, again try and describe why they should be dear. I think you will agree with me that the pictures educate. 31 195? National Safety Congrea* SHOW RIG EQUIPMENT The next group of picture* are 'good* pictures, but they show dearly and defi nitely without much description how oar rig equipment should be at all time* if rig ging and until tearing out The first picture shows the,dosed hook on the tong evener and the second picture shows the electric wiring dear of the ground and all machinery. No short or spark can take place when wire is kept in that condition. The next shows a rotary table with the guard prop erly installed; the next derrick cages m proper order and, by preventing the derrickman or other crewman running up and down the ladder without pawing to get his breath, eliminating the danger of a falling accident The next illustrates a place for everything and everything in its place, no tripping; the next a cathead and cathead guard, and catline in safe condition; the next, cleanliness, cleanliness is next to god liness. and no accidents can happen when cleanliness U practised; the next an educa tional picture--the proper way to place tongs on the pipe when making up or.braking cut. Try and describe that without picture. Next how many men have been clobbered by pieces of fingers falling from the monkey board? One picture shows it can be pre vented. Next is the proper way to fasten a tong safety line, isn't it much better than trying to describe it? However, there are other ties besides the three clamps, as for example, my company uses the neuco clamp, which we find just as effective, if not more o. than the three clamps. Another set of pictures show crew men at work. Some of them show faulty, unsafe practise; while others show a good safe crew earning out work safely. It is tough, but let us go to another catastrophe; the first picture of the group, although not connected with the remaining <uu could be the cause of the catastrophe. WILD GAS WEU. SCENE Picture #1 was a grs well being brought in and the crew, although they had two Bare pits, failed to stop and think for a few minutes, with the result that they fed the gas into the pit into the wind and this picture shows this situation. The set of six pictures are of a wild weB in the northern part of oar province in the middle of the winter, with the temperature well below sera The pictures tell their own story. The next six pictures show bad rig up, and again to describe the unsafe conditions without visual aid would be a considerable chore. If not entirely impossible. There are several faults to be found in each picture; which, if you were using them, you would naturally point out. hi the first picture the blow out remote control unit being pficerf as it is, is as useless as a snowball in hades (o protect the operator if the rig caught fire; there Is also a suicide ladder. We also have a number of 35 milometer slides which show aedde&t picture. The first and second Is a derrick bring raised, and let us recall the accidents we saw previously with derricks. Three slides are photos taken from a helicopter going into one of oar rigs in die far northern part of Alberta and show the terrain that we have to work in on many occasions. I might point out that for miles around, this is nothing but muskeg. Tbe drinking water and supplies had to be hauled in by stone boat and caterpillar and took one day on each trip. Three other slides cover a railroad acci dent caused by an unsafe cooditioa. Five slides chow tbe skidding of one of our rigs in the Saskatchewan arcs. A successful skid job can only be carried out when all operations are made safe before the job is commenced. Indeed, in this actual incident, the mud conditions were so bad that the two wheels on each of the buggies were hob deep, and it took considerable mobile power to carry out the operation. Remember the tight, heavily strained cables being used ia this operation. GOOD MIMJC RELATIONS A safe crew is a happy crew. One pic ture of one of oor crews shows the smiles on their faces. Sack a picture goes a long way toward* good public relations, good employee-employer relations, and a good no accident record. Now--what type, style and make of cam era wilt give the best results? Today, there ye many, many make* and styles of cameras on the market and in my years of travels. I hare used several styles, sues and makes, bat have now settled for three styles of still cameras, namely a 35 milometer, a 32 . PetreUtvm Industry Polaroid, and a mmox. However, to the safety men wbo are traveling at all times with ihrir car, t would suggest that they have a 35 milometer, so that they might take colored pictures, and a Polaroid, so that when an incident takes place, the safety man can be rare that he has a picture before feering tbe scene. There is also cot other camera that can be useful, bat net to the same extent as a still camera. That is the movie. One can get good revolt* with a movie camera of a crew in operation. Bat owing to the speed that a movie flashes past aft audience, many important points arc missed. Although a movie film can be used on several occasions, I, myself do not think that tbe top results can be obtained by tbe me of a movie However, please do nek think that I am pushing the use of movie fthn completely aside ft can be usefuL As to the price of the cameras, we know that they vary from a cheap type box camera to an expensive >11 equipped unit However, I find that the medium priced cameras do a perfect job and therefore, 1 will not go into that subject. I hope that I have bem able to give you some guidance in tbe matter of direct visual aid in this matter of alety^k RESTRICTIVE REGULATIONS AT SERVICE STATIONS by M. t WOOOWOftTH Flammable liquids engineer. National Fire Protection association, Boston All regulations are restrictive to some de gree. However, there is a major difference between regulations based ce reasonable safe standards of good practice and regulations based on securing economic advantages. There is no more reason--from a fire protection point of view--to limit service station forattoos within 750 feet or any other distance of each other, than to limit barber shops, restaurants, hotels, food store* and similar occupancies. Neither is there any good reason for limiting the sue of tank* or quantity of gasoline stored at service sta tions. On the other hand there is every reason to insist that the storage and handling of flammable liquids be in accordance with na tionally recognised standards of fire protec tion. The most widely adopted standards are those of the National Fire Protection Asso. ostion which have been la existence since 1913. They have been changed many times to recognise new developments and particu larly to recognise the first experience of service stations. Examples of changes to keep abreast of new methods of gasoline delivery can be exemplified by a complete new section added this year on remote pumping system*- The advent of automatic nozzles with latch open devices also required a performance require ment addition to the standards. UNDERGROUND TANK EXPLOSION* To expand on restrictive legislation, let's analyze die problems of storing and dis pensing gasoline at service stations. In 1913 when the standards on flammable liquids were first developed and the storage of gasoline in underground tanks was com paratively new, there was concern over the hazard of an explosion in an underground tank. However, after many years of ex perience with all types of conditions, it was found drat except for a few unusual cases, explosions did not occur in underground tanks. Nevertheless there are still many peo ple who have an inherent fear of an under ground tank's exploding. The real problem and hazard is the re moval or abandonment of underground gaso line tanks. The second phase of the problem of un derground tank storage is the hazard ere- 33 1957 Nationot Safety Congress ated by a leaking tank. Tins problem has not been solved as yet, although a NFPA com mittee has been working on it for four years. Underground tank leakage is becom ing more common and in my opinion is the number one pubQe relations problem for the oil industry and particularly for service sta tions. * HAZARD OP LEAKS To answer the potential hazard of an ex plosion and to minimize the hazard of leak ing tanks, for many years the rule was to relate the size of the tank to the distance permitted to a building or property tine. Bm after a study of dozou of cases of tmderground tank leakage; spacing was not the answer. For example, once some gasoline from a leaking 1,000 grilon tank showed up in the basement of a multi-storied building over one mite and a half away. Since there wasn't any reiatiooship'between the size of the tank and its location to the building, NFPA Standards were changed The only distance limitation for under ground tanks now is a three foot distance to property lines that can be built upon and a one foot distance to buildings on the same property. These distances are predicated to protect building foundations and to protect the tanks from pressures from the building foundations. * However, for many years to come there wiU probably be people who will insist there should be a limitation on tank size and a distance factor to buildings based upon tank size. This thinking, of course, is based upon previous NFPA Standards which influenced many laws. The only answer to this problem is for industry and enforcement officials to understand the reasons for these changes. As stated previously, the problem of un derground tank leakage is becoming an in creasing one and is of major concern to many people. The NFPA committee study ing this problem is convinced that at least a major portion of leaking underground tanks is caused by the failure to install tanks in clean earth or sand as required by the standards. In addition, the committee is confident that failure to install the piping and the tank carefully serves as a contrib uting factor. FAULTY INSTALLATION HAZARD Aa example of careless installation is the practice oi roiling tanks into a hole and pos sibly damaging the protective coating caus ing corrosion at the break in the coating. Tanks should be carefully lowered into the hole. Piping not made up tight or broken by heavy trucks when paving a service sta tion yard is a principal cause of gasoline leakage underground. Unfortmatdy service station operators are notorious in failing to maintain an in ventory control or to suspect leakage when a iBscrrpancy does occur. As a result the industry wiD be faced with more restrictions. The public has the right to be protected from gasoline leaking into iheir homes and buildings. Since steps have not been taken by the industry to prevent such incidents, enforcement official* will be forced to take preventive step*. To answer the statement that filling sta tions are a fire hazard, let's look at the fire record. The NFPA Fire record department estimates there are approximately 4,000 fill ing station fires a year involving aa arutual loss of more than $5,000,000. These fires are considerable in number when taken by them selves. In comparison, however, with other occupancies this record is good. For example, churches and schools arc not considered a fire hazard. Yet, there are twice as many fines in schools per hundred schools than in filling stations. There are only 10 per cent less fires per hundred churches than per hundred filling stations. Despite this excellent comparative fire rec ord, people still maintain that service sta tions should be limited in number. Probably one of the reasons for the ex cellent fire record is that all major cities have excellent observance of proper installa tion which includes tanks, piping, vents, pumps, heating and all electrical installa tion*. Add to this the knowledge and train ing in fire prevention which service station personnel receive and you can appreciate why filling stations have comparatively few fires. MUST OtSERVE RULES The NFPA has published an Occupancy Fire Accord on Service Stations. This is one of many such occupancy fire records includ ing such occupancies as supermarkets, farm property, food canneries, restaurants, motor boots and many others. la the analysis of 34 Petroleum Industry 100 service staf`xi fires the failure to ob serve simple rules of fire prevention results ia fires. Why anyone working at a service station- would clean floors with gasoline is incom prehensible. Still the fact remains that such cleaning practice is die menber one cause of service station fires. Careless handling of gasoline during vehicle repair and while fueling a vehicle also rank high in the ` causes of service station fires. Eleven out of the 100 fires analyzed were caused by leak ing underground tanka. Improper sized vents on underground tatdes as well as overfilling the underground mV are major contributors to die fire rec ord of service stations- This analysis of service station fires shows the need for a continuing educational program with service station personnel as well as the need for strict adherence to service station design and maintenance. The fire record of service stations is ex cellent in comparison with other businesses; but there are still service station fires which could be prevented. A study of the fire rec ord of service stations discloses nothing which could substantiate the need for re stricting their location in respect to other service stations or any other occupancy in cluding (daces of public assembly. However, the fire record does disclose the need for the continued awareness that serv ice stations should be designed in strict ac cordance with nationally recognized stand ards, and that service station personnel should be continually alert to the potential dangers of gasoline.^ TRAFFIC PATTERNS AND SAFETY PROBLEMS AT SERVICE STATIONS by W. E. SPLAIN assistant division engineer. Socony Mobile Oil eo., Detroit, Mich. Each year in the United States, about 40,000 people lose their fives in motorvehtde accidents and two nuliion receive injuries ranging from minor to totally disa bling. These traffic accidents arc undoubt edly the major problem that confronts the National Safety Council. Untold hours of study are devoted to determine task causes and seek methods to reduce this human slaughter. Progress has been made but the problem is far from being solved. The problem is a huge one. Data must be accumulated from all sources by com petent traffic and safety engineers. The basic problem is motorist behavior. Better highways, more rigid law mforcement and better motor cars will reduce accidents. But accidents will still occur tmti] ways are found to improve the driver's skill and his willingness to control his cor. Changing the behavior habits of a motorist is difficult If this were not so, drunken driving and speeding would have been elimi nated by die constant barrage of publicity that has urged drivers to drive at safe speed and to stay away from a steering wheel after drinking. . The petroleum industry, supplying gaso line and essential services to the motorist, is vitally concerned with the problem of traffic safety. O'f special concern arc the movement of our product trades over the public highways, and the. movement of mil lions of vehides into and out of gasoline service staboos. The petroleum industry has spent a lot of money and time to determine how motorists behave when entering and leaving gasoline stations to determine if these traffic movements contribute to the national traffic problem. fa tha mind of most of the people, a gasoline service station is a dangerous traffic hazard. Vehides crossing sidewalks to enter and leave a station are regarded as a serious threat to the fife and limb of pedestrians. Cars entering and leaving the main floor of highway traffic an* regarded as important 35 1957 National Safety Congress cimet of vriude-to-rdiide aerideets. These beliefs reoak m ever mereaeng restricting* Wnf fbfd on the dai|B and openlici at stations. If these belief* an true the iadas- trr ffaooM aectft Is feed grace any code limitation thae is pookaI aod that win re dder U>feey are oat tne the davy > nWy pjnittril It is the jury* at that ftfer to fu hcaot data 'hard i Ohio mri MfcfegSB w mi attempt is i lh--r the teic temb few are fond as wrner fam Bet--w habits of the muatainf fafe&c are dredy retafd to traffic aurideuti. A tady of drhw ndrinrr when cigcriog and karmg Jtatiap* wiB therefore be dimmed first. STUDIH) OHIO, MICH, GAS STATIONS Several years agtv the technical subcom mittee of the Petroleum tndostries committee oi Ohio with the Ohio State Highway De partment made tests on motorist behavior. The tests were made at service stations selling various brands of products m Ohio and Michigan to resolve differmces of opinion between the highway department and the Oil Industry of Ohio. Both were trying to work out a oaiisfzctory code tor ingress and egress. Accurate traffic counts were nude, paths of cars entering and leaving the stations were recorded, and accident records investi gated. When the data was tabulated, placed on slides for group viewing, and analysed, it was found that both groups were in error. The data was accepted as fact and a state code was written. Three simple findings in the tests formed the basis for agreement: 1. "The percentage of motorists altering a gasoline station that will "buds'* across oocemrag traffic to enter a sta tion is much higher than commonly believed.** Any vehicle that croasf die tee of sncaaing tafic to oner a anrviue station is consented m be *^gcfegg" traffic Experiorae m Ofc and Mrifegas doei dmc an matage oi M par Regardless of bow approaches are ar ranged In the stations, the motorist leaves on the easiest and safest path. We recstly checked a four approach station, built at a heavy traffic intersection, and focmd that six and ooe-half per cent of the cars ia the station, left by the sane approach as they entered. In general, the traffic pattern gov erns the safest exit path and the motorist will select that path. 5. "Pedestrian safety reached is highest order at a gasoline station both at an intersection of two streets. This is probably due to Urn csceOqg risibility that is iahemflt with station design.1" Our safety investigations woe conducted jointly with the Anodtnt Prevention Bu reau of Detroit. Records for the first seven months of t947 showed that of &L21 high way accidents in Detroit, six were on ap proaches and sidewalks at service stations. The record looked so good that we were accused of selecting an Ideal time to make the test We made another investigation in 1950. During the year, 71,618 atridents occurred --nine on service station approaches and sidewalks ooae fatal; nine minor accidents at 2,091 service stations and one minor acci dent oo approaches and sidewalks in each 222 years of station operation. Mr. Fred McLean, who heads our division safety. Insurance & Claim* department con tinued these investigations. His later tnvestigatiocs reveal that our earlier investiga tions are on the conservative side. Bucking Traffic More are "bode'* traffic to ester station than is cocsnooly believed. Our studies show about 38 per cent of cars entering stations cross the Sow of oocoozag traffic to do so. Why do motorists bode traffic? When a traffic fight tarns there it aa open space os the oBKaeg hsa If a motorist **--~* to an at the earner, the easy, safe path is fereggfc the waring aod the motorist takes fete posh. Backing traffic is directly related to the second general principle namely, that the noeorijt will select the easiest aod safest 34 Petroleum Industry Pedestrian Safety Alt of the data aimfeled loricate* dat a high, order of safety crista foe pedestrian fatal out of 75300 reported arc a record dm caa make the industry jowly proud. The befief of tone cooncflis sod Irgilfirirr tufa that it is aecesaary for reasons of safety to sopoce further restric tion* aa service station approach design is urnrafistir and acc sappoitoi by (act. Cekicle-to-PekieU Accidents If, ia a city where driving condition* are ipasr difficult, where traffic volume is high and moves quite rapidly, a vehide-tovehide ariidcM occurs only ooce in 8.4 years oi ^ operation and a vehicle-to-vehicle aujpl that causes personal injury occurs ealy once is U9 years of average station operation, the finger oi guilt can not be primed at the gasoline service station. We befieve oor findings will be supported by research conducted elsewhere, and hope that oor stsefies will contribute m some small measure to a better understanding of the traffic safety peoblem that exists at gaaofine itations. ffi THE PETROLEUM INDUSTRY'S STAKE IN THE PUBLIC SUPPORT EFFORT by A. ROSS ROMMEL chief safety engineer. Humble Oil & Refining co^ Houston, Tex. To initiate a discussion pertinent to pub lic support, it would probably be well to define and consider what we mean by public support and in what specific endeavor or in what phase of our way of life do we refer to public support on this program. As you might imagine, the public support referatce m this discussion is applicable to the broad subject of traffic safety--a problem of mag nitude and sometimes seemingly unsolvabie facets. First, I want to say that I feel strongly in ray identity as a professional safety engi neer and as a citizen. The traffic safety challenge is becoming larger by the day. more demanding ia the unrwt needed for a solution, and more exasperating with its increasing r--wpl* iliy Hence, the need for this matter of public support--whatever you and I aught de r attempt to actcmpfek with our food mra ficus, we cau ecpm* fete uid--t fall pub lic support. Lmffiag tew mdnrcwnm* persmcl. rmnn.mwiiw oi suBncaful, eamsry. root, mi Med gn nawmen, tnffie aag>aecrs, and safety momomn try to develop answers to tbm peefetes fee they iwniar that bate aw be dene gate* we pgsrase So, public support to me by definition means nothing other than the marshalling of all phases of community life and activity toward the solution of this malignant, can cerous problem about which we talk so muds and coocem ourselves. INDUSTRY IDENTITY We find ourselves in this particular pro duction group of the Petroleum Sectionsafety engineers, supervisors, staff people, and management personnel--identified, indi vidually and corporately, with traffic safety. .As the operator of a piece of motor vehicle equipment which may belong to your com pany--and which is one of your biggest company safety problems--or which may belong to you, your identity goes even further. Do yeg stop to consider that your cor porate affiliation may put you even closer to the peoblem? You are different from the public utilities employee, the supervwor m fee air craft industry, the safety cugimer of the pulp and paper industry, e *my ethers because that the industry you ruralog w irrevocably identified with the power twd of motor vehicles in the form of gmofec aod Us alfinrt products. 37 1957 National Safety Congress So isn't it logical to feel we have a re ACTION PROGRAM sponsibility as individuals because of our industrial association to serve well in com munity safety activity which may be de voted to the battle against traffic accidents? The pattern for traffic accident control has been established within the past 10 years through the Action Program of the President's Highway Safety Conferences I feel strongly that we do and that because pertinent to laws and ordinances, public of this identity ^nd association, we have a information, accident records, enforcement, particular responsibility in the generation of education, motor vehicle administration, and public support. engineering This program states that there It would be helpful to review some areas is no royal road to highway safety and that in which public support must be developed only through a balanced program supported to a maximum if we are to realize im by the public can we produce the desired proved traffic safety conditions in alt phases result in the control of traffic accidents. of community activity. First, let's lode at who needs public support. Let's consider law enforcement agencies, The entire Action Program is dedicated toward the development of a complete un derstanding of the traffic safety problem, its LAW-ENFORCEMENT SUPPORT requisites, necessary programs, and how The program of any law-enforcement agency depends upon the public for its ef fectiveness. Irrespective of how dedicated, how competent or qualified a law enforce these programs can be applied. The Action Program cannot possibly be successful un less evepr phase of it is utilized in every community. ment organization may be. it cannot func It is not my intention at this time to tion effectively without the support of all review the Action Program. If you are community representation--namely, public other than a safety engineer, I suggest that support. In our democracy and way of life yon approach your company's safety* engi the people have the Anal say-so regarding neer, your public officials, or your safety any governmental activity through the jury council to procure a copy of this program. service, the ballot system, the referendum It represents the best thinking of competent and other means of expressing public pref law enforcement public officials, safety peo erences. ple, highway engineers, educators, and a With the avenue of enforcement being complete cross section of specialists through recognized as a strong control factor in out our nation. traffic safety, the agencies which provide this control can only be effective in number, competence and program with the full par ticipating support and encouragement of the public In the legislative area, we find an equal need for public support. The public elects our dty councils, our legislatures and our commissions. Can our There U no phase of the traffic safety problem which is not covered by the Action Program. There is only one thing from which it suffers, and that is lack of under standing on the part of the public--and just plain apathy. CAN SOLVE PROBLEM ordinance-making and law-making groups I do not consider myself a sage or one W expected to rtalSxe and appreciate all the who, because of his years on this earth, is facets of a community, county, state or in the position to have such infinite wisdom even national problems without hearing the that be can say through experience and trial voice of the people and without their sup and error that he knows the answers to the port? traffic safety problem, or any other for that The public official finds himself in an matter. But I do set this out as a consci almost untenable position in the pursuit of entious wholehearted belief that the Amer good government and in the expression of ican people can solve any program placed his convictions without the support and before them, that is, if first, they know voice of the public. In reference to the what the problem is. and secondly, if the public official and the traffic safety, we can problem needs a solution. not expea him to take the initiative and You and I in our concern over the safety provide the leadership in the battle against problem recognize it for what it is, devote traffic accidents without the will, support, our efforts to it, and are frequently critical and energy of the public of the inertia, the passiveness, the apathy 39 Petroleum Industry which surround even the groups immedi ately identified with the problem who actu ally need the public support. But primarily we feel that we observe these failings on the part of the public itself. Who Is in a better position to tell the public the story and to serve as a spearhead for public support than the safety people of Amnios industry and the safety and man agement people of the petroleum industry. These people are so closely identified with the energy which coupled with the mechan ical device known as the automobile moti vates and powers this equipment which in the hands of the careless, the naive, the untrained or the apathetic caa make a untrained or the apathetic can turn a me chanical servant of man into a ruthless master and destroyer of man. "What Is the Petroleum Industry's Stake in the Public Support Effort?" The stake is high--like that of any other fundamental segment of our way of life. The solution to this problem is up to the petroleum indus try and to every industry. It is up to every business, every organisation, every citizen, every law enforcement agency, and every public official; up to every educator, to every mother, every housewife, and to ev ery child because the problem represents a community, a state, and a national problem. NEED PUBLIC SUPPORT And how is such a problem solved? It is solved by the public mindedness of industry and business and the cooperation of citi zens la every phase of community life. You and 1 have seen great community undertak ings in the form of fund appeals to operate agencies which arc vital to our communities, which help the indigent, and help develop a better society in which we and our chilren cu live. Traffic safety Deeds the same support, but in all too few communities docs it have the cohesive community backing and public support as do many other com munity problems. Traffic safety like industrial safety de pends upon the fostering and developing of attitudes. In my thinking there is little dif ference between the two. The average indi vidual driving a modern-day vehicle, who may be a hocsewife with a loaded station wagon of children or a businessman driving home, hardly realizes that he or she is a potential killer. These fine American people whom you and I would dare not address as a crim inal, a murderess, or a menace to society, but who through their actions behind the wheels of American automobiles killed 40, 200 people last year and contributed to the mayhem, bloodshed, tragedy, heartbreak, and excruciating expense which marks this terrible problem confronting every citizen, of this nation. In answer to this question, "What Is the Petroleum Industry's Stake in the Public Support Effort?" you and I represent this great industry and we are tremendously proud of it and our employers. We should appreciate the traffic safety problem and raise our voices in the form of public sup port. Let us join together with the in formed In our communities and let our public know that there is a problem, that it can be solved but that it cannot be solved without a complete and solid community effort toward the preservation of human life which is today being cheapened by the acci dent by-product of a vital phase of our way of life. A THE USE OF CHECKLISTS IN SAFETY INSPECTIONS by $. V. ASBURY accident prevention representative. Gulf Oil corpH Harvey, La. When making a visual inspection m man too often looks and sees the most obvious points of interest, while other points of equal importance go unnoticed This natural reaction takes place when an "on the job" inspection is made. When inspecting a drill* ing rig, the safety engineer may observe an acetylene hose scattered on the derrick floor and call this hazard to the driller's attention. Yet, he wilt fail to notice whether the dead line of the traveling block was anchored properly. This inspector saw the most promt* nent hazard an the job scene, but because his inspection was casual and not scientifi cally planned many other important hazards were not noticed An individual making an inspection must use 4 checklist previously designed for the task. To illustrate this point further, let's took at a blowout preventer hookup on a barge type drilling rig located in south Louisiana. A safety inspection of this location was made to determine hazards on this job scene. After viewing this work area the most obvious hazards were: The coating of drilling mud on the blowout preventer*. The height at which employees must work without proper scaffolding. Poor housekeeping. There are additional points, though not as obvious, but equally important For ex ample : Are rams in good condition? Do blowout preventers operate prop erly? Do blowout preventer connection* meet with company specifications? Do drilling crews know bow to operate blowout preventers ? Are closing wheels installed a proper distance from blowout preventers? Specifically and scientifically designed checklists can guide the inspector. Casual inspections without a checklist, with the 40 findings mentally recorded arc a poor ex cuse for the real thing. Uany accidents, some fatal, could have been prevented had a planned checklist inspection beet made and action taken as a result of these find ings. DETERMINING THE NEED FOR CHECKLIST Whenever specific information is needed information best obtained by personal ob servations such as the condition of field equipment--the inspection should be syste matically planned and a checklist developed afterward. Some inspections are conducted to rite a specific problem, for example, the condition of working surfaces that have caused nu merous accidents. Other inspections are gen eral. planned to detect unsafe acts and con ditions. In any case, the reason for the in spection should be firmly fixed, the rr..inner it will be conducted decided upon, and serious thinking done before the inspection begins. After thU, developing a checklist is a natural followup to make the inspection complete. The possibilities for using inspection checklists are unlimited. They are used tor simple inspections, such as determining the condition of first aid ldts and for more complex inspections of checking an offshore drilling platform for both unsafe prac tices and unsafe conditions. SELLING A CHECKLIST PROJECT Management refers to supervisory per sonnel, from the top level of the puMua to the lower level of the roustabout fore man. Lane managemoit refers to super visors of the operating departments, and operating personnel refers to aS employees in the line organization. When the need arises for a *Tntj the safety engineer must decide whkb managemeat should develop the needed The safety engineer should act only in an advisory capacity to managemait, u.Tn guidance and assistance. Only In rare cases Petroleum Industry should the safety engineer develop and use the safety checklist solely on his own. To decide what level of management should develop the checklist depends oo its purpose. A checklist for inspecting a field for a local safety meeting report, should be developed by the field foreman. The spe cific selling tactics would take the same course as any other recommendations made by the safety engineer. if the problem is more extensive, for ex ample. if a number of drilling rigs are involved or the problem covers many phases of a company's operation, it might be neces sary to make a rerommendation to the top level supervisor of the concerned depart ment A simple rule is to do the selling job t the lowest level of supervision that has the authority to take action. The problem of who develops the check list depends on the purpose for which it U intended. The ideal situation is for mem bers of the line organization to develop it with the assistance and guidance of the safety department. In some rare cases, the safety department might develop a check list to assist them on an acadent prevention problem. However, a checklist designed exclusively by the safety department and used to check conditions and practices of the line organization is going to die a slow, but sure death, because it will be looked upon as a brainchild of the safety depart ment and a stepchild of the line organiza tion. Therefore, the safety department should suggest, guide and advise, but the actual checklist should come from the tine organi- US1NG THE CHECKLIST MOST EFFECTIVELY The checklist should not only be devel oped by operating people, but it can be most effectively mad by operating people. The safety record of a company is not the re sponsibility of the safety department, but a responsibility of management. By the token, safety inspections should be made by qualified operating people, assisted by the safety engineer. It is sheer folly if the safety engineer thinks he is an expert in every phase of the operations. Vo safety engineer has a first hand work ing knowledge of pilot and temperature controls of gas regulators, weight lever valves oa separators, Christmas tree valves; heater treaters, pop-over regulators, or many of the other complex pieces of equip ment operating in the oil patch. A safety inspection should be a cooperative effort with the safety engineer assuming his right ful position of advisor. When he oversteps these bounds, then he is assuming responsi bilities delegated to operating personnel. One of the major problems confronting the safety engineer is to get management to assume the accident prevention responsi bilities which are rightfully its. Unfor tunately. too many employers think when they hire a safety engineer they can relinquish their accident prevention responsibilities. For a successful accident prevention pro gram. management must assume its rightful safety responsibilities. To illustrate how a checklist can be either a useful accident pre vention tool, or a crutch, let's review the personal experience of "John Doe." safety engineer. Mr. Doe used to inspect drilling rigs by observing the most obvious hazards. Had he been asked about the rams or turn- buckles on the blowout preventers, he could not have reported their condition there. Realizing that little could be gained by this method. Mr. Doc gave birth to his first checklist. It helped but at the same time it created resentment among the field people and soon died. The cause of death was as follows: Management, had not been shown the need for such inspections. Management was not shown the need of a checklist for making these inspections. Line management should have nude the inspections with the assistance of the safety engineer. Mr. Doe's initial checklist inspections were not completely suc'essfuL But now he has a drilling rig checklist based on his original brainchild that his company is using suc cessfully. Why did the company's checklist work? Simply because the safety depart ment only originated the idea and rendered advice. The actual development work was done by the line organization. The checklist inspection is actually made by qualified op erating personneL Mr. Doe's checklist failed because he assumed responsibilities which rightfully belonged to line management. Here's how s checklist works in actual practi'e. Assume that the Spindlctop Oil 41 1957 National Softly Congress Company contracts all its drilling. Com pany employees such as tool pushers, engi neers and field foreman perform supervisory duties on this rig. The company is con cerned with accidents that might Injure these employees or delay production. There fore, it is the company's policy to inspect all contract rigs to insure that equipment and practices meet Spindlctop's requirements. At irregular intervals the company drill ing engineer or drilling supervisor inspects the rig. Inspections are made at irregular intervals because a truer picture is obtained than if the crews are anticipating the in spection. Another reason for irregular in spections is that it is virtually impossible to make an inspection such as this when run ning a string of casing or when a well is tdddng. In any event, the inspection U made by the company drilling engineer and usually with a representative of the contractor. After the inspection, the findings are dis cussed w-uh the contract tool pusher, and corrections and changes within authority of the tool pusher are agreed upon. If changes recommended are beyond his authority, the top level drilling supervisor of the company must discuss the matter with the top level supervisor of the contractor. This plan of action works smoothly. The contractor benefits as much from the inspec tion as the operator. On these inspections the Spindletop safety engineer occasionally accompanies the company drilling engineer and renders advice as needed. The reason this plan works successfully can be illustrated by the comment of the drilling engineer, when asked his opinion of the checklist: "We think that the mechanics are fine and the checklist plan works good. After all, av helped develop it." Safety inspections should be systemati cally planned, and a checklist used to guide the inspector on a complete coverage of the equipment or practices. Unless this is done, the inspection may not be of any real value. The possibilities for using checklists when making inspections are unlimited. They can be used for the simplest inspections or the most complex ooes in the oil field. Selling the checklist to management is an important matter. The safety engineer, after determining the need for the checklist, should make his recommendation to the lowest level of supervision with the author ity to take action. The actual proposal should not be any different than any other recommendation made by the safety engi neer to management. Who develops the checklist depends upon the purpose for which it is intended. The ideal situation is for members of the line organization to develop it with the assistance and guidance of the safety department. Only in rare cases is the safety departmat justified in developing the inspection check list. The checklist can be most effectively used by line management and not the safety de partment. This thinking is based on actual experience with checklists and is in keeping with progressive thinking regarding acci dent prevention responsibilities. If "oo the job'* inspections are to be suc cessful. the safety department should plan the plays, but the line organization should lead the interference, and carry the bell. If this is done. all concerned should achieve their goal of valuable safety inspections. This In turn will lead to safer working con ditions. safer working practices and. without a doubt, fewer accidents and mjuries.^^ 42 BETTER SAFETY MEETINGS THROUGH TRAINING COURSES FOR CHAIRMEN AND SECRETARIES by W. A. MALLOY safety engineer. The Texas co* Chicago Meetings occupy a very important place In our present day business world. Meetings are also an important part of oar community life. In fact, they aid in conducting much of the world's business. If meetings are so important to our way of life, then it is necessary to spend what ever time, effort and man-power it takes to make these meetings successful Training, in the matter of handling meet ings. is the logical approach toward more successful meetings. Meeting leaders of all stations of life and endeavour, should have basic mining in the fundamentals of coo- ducting meetings. This type of effort will produce better and more fruitful meetings. TRAINING CHAIRMEN AND SECRETARIES Safety meetings are to a safety program, what church services are to religion. Safety meetings are a "shot in the arm" of faith and education in safety. These meetings are held for the purpose of better acquainting those in attendance with the comprehensive safety program. Safety meetings provide for an exchange of ideas, acquaint the men with the hazards of the job they are doing, familiarize them with personal protective equipment, offer a place for /pyi*sf*on of safe working prac tices; a place for impressing the importance of the use of safeguards, promote safety cookmoriqs and certainly prevent acci dents. The valoe of safety meetings cannot be Over In my company, approximately 7,000 safety meetings arc held each year. Minutes of these meetings are prepared and sub mitted to the safety division. The chairman and the secretary are the key figures in a meeting, therefore a training program for these keys was seeded so they could perform their tasks with the greatest possible results. The safety division developed a program for training safety meeting chairmen and secretaries. The safety division alio devel oped and prepared a manual of basic; fun damental training material for chairmen and secretaries called "Manual for Safety Meet ing Chairmen.** In the early stages, monthly safety ma terial was prepared by the safety division and distributed to safety meeting chairmen. Although use of this material was not man datory, many chairmen took advantage of this aid. The zone safety engineers were charged with the responsibility of conducting these chairmen schools. la conducting these schools, the engineer uses the safety chair men manual as a text book. He ad libs and illustrates each phase of the manual to be certain the group understands the points presented. ` Next, a cooperative management within my company's producing department, ac cepted the program and provided the initial personnel for the first safety meeting chair men school. Men were selected from each safety meeting group and sent to a central location for a full day's attendance. Since that first school the has been revised several times and is still used as a text for the present chairmen school. Success of this, program was instanUneous. Word soon spread to other departments and today each department has the chairmen school as port of its safety program. The zone safety engineer conducts the safety meeting chairmen schools held in his zone. DISCUSS PUBLIC SPEAKING During this' eight hour course, we cover the most basic fundamentals of public speaking. The chapter on public speaking explains some of our fears in speaking to a group and we explain why these fears are a natural thing, Cut any of you say you have never experienced the quaking of the knees, the must perspiring of the fore head, the dryness of the throat before you address an audience? 43 1957 National Safety Congress A discussion includes voice modulation, how to accomplish this and how to arrange vocabulary, gestures, enthusiasm, personality and caption the proceedings. and the preparation of the speech itself, A finished public speaker is not expected to emerge from this short discussion, but the open, frank, down to earth approach of what makes a good public speaker helps each utan understand bow he can become a better publie speaker. The planning of a meeting is fully covered. The acme engineer modifies his discussion to suit the group requirements using his intimate knowledge of those prob lem* represented to present useful assistance for arrangement of the meeting place, dis cussing ventilation, lighting and seating. Hints are given on where and how to obtain guest speakers and seeking die par ticipation of fellow employees so they will present papers and talks. Suggestions for _ W* don't try to make a polished chairman in the time aJlooted. We try to reduce the fears for the job, to install confidence in him, give him the basic fundamentals he needs for the job and encourage his partici pation in community function so more ex perience in the task of diairmanship can be gained. We explain the aid and assistance availa ble from the safety division m the form of Monthly Safety Material, use of Safety Digest (Co. Safety Magazine) and of course, reference to the Manual which be come* the permanent possession of the chair man. A pocket sized card is also presented to the chairnaa to refer to if he wishes. The safety division has done a good sell the placement o! the secretary and chairman ing job on the importance of safety as well for maximum results are also discussed. Conducting the safety meeting is another chapter. In this chapter the step by step conducting of a safety meeting is outlined, complete with suggestions on how to cooduct this meeting. The tea* safety oagineer illustrates this chapter drawing on his ex perience, to inform the group oo the proper as safety training and education. Persistent effort was required. The glaring failures to some of our safety meetings were again and again pointed up to managonent and finally the need for chairmanship training was recognised by departmental manage ment. Results are always demanded to justify method to conduct safety meetings. the expenditure of effort and manpower, to Another chapter is on safety meeting pro say nothing of money. cedure, Suggestions are incorporated to make Pointing out results from this type of a business-like attitude at the meetings. program is relatively simple. Attendance, Procedure of the meeting is discussed step especially if voluntary will be increased. by step. Gimmicks and ideas to stimulate The quality of material presented at meet group participation are presented and ex ings will be improved, with corresponding plained. improvement in the attitude and safety con For example--accident analysis can be sciousness of the employee. made a group discussion by these steps. Read all the facts available concerning an accident or injury to the group. Have the group give you the causes--you list the causes or a blackboard. Then ask for pre ventive measures, and the group has ana lyzed an injury or accident This successfully-etiroulates troop Safety meeting minute* will become more than just a note indicating that the meeting was held. The minutes will become interest ing reading matter for *11 safety personnel and impart many hazards to investigate and correct which will help prevent accidents. These are some of the benefits derived. If you wish to improve the calibre of AIDS TO SECRETARIES your safety meetings I recommend the de Suggestions to the secretary Is still another velopment and institution of a chairmanship chapter of the manual. In this, we point training program for your organisation. out the value and importance of good safety Personalize the program to fit your needs meeting minutes. We offer suggestions on and favorable results arc mcvitable-A, 44 SOHIO SERIOUS INJURY INDEX ky O. C. HAIM manager of safety. Standard Oil co. Cleveland, Ohio For many years our company paid atten tion to disabling injuries. To be sure, we ked our employees to report all injuries, no matter how slight--but we roily never gave much thought to cases if they didn't become disabling. There is a good reason for this type of thinking 1. The American Standard Method of Recording and Measuring Work Injury Ex perience, Code Z16.1, has emphasized dis abling injury frequency rates for years. Z National Safety Council Sectional Safety Contests and Awards are based an disabling injury frequency rate, as are most other contests. 3, A.P.I. members' records of Accident Statistics are compiled on the basis of dis abling injuries. 4. There is something dramatic and real about disabling injuries which everyone can understand and feel. Therefore, they be come logical things upon which to base all- out efforts for accident prevention activities, la addition, for many years the number of sitahiiwy injuries was Urge enough to warram spending most of our time on them. We have watched the frequency rate of Sohio's manufacturing department go down year after year. From a high rate of about 14.00 a 1945 it decreased to JJS !s 1953. The number of disabling cases dropped trees 65 is 1945 to 13 la 1953. We had reasons to be happy with such performances. Our largest refinery, work ing about ooe and a half million man hours per year, operated two years without a dis abling injury. This was a remarkable perfortnaiKe for a plant which only seven years before had 27 disabling cases in ooe year. In 1946 we instituted our Safest Sohio refibery contest in which the refinery with the lowest frequency rate for each six-month period U named Sohio'* Safest. This honor entitled them to fly the Safest Sohio re finery flag, display plaques, and participate in ceremonies and celebrations which often include a dinner or a buffet hrnch and presentation of awards and congratulatory speeches by the manufacturing department vice president When more than one refinery had a per fect record for the six-month period, each shared the honor. To date, there have been 22 contest periods and 37 winners. In only two or three instances has a refinery re ceived the Safest Refinery Honor without having a perfect record for that period! FREQUENCY RATE ROSE It* spite of performances like these, we safety engineers were not satisfied with the job are were doing. There was a constant battle to beat down feelings of complacency and smugness. We couldn't do any valid predicting oo a long-term or short-term' basis. As a result, we used the same tools on the premise they were still doing an ef fective job, when m reality they had begun to lose their effectiveness. Late in 1953, after our frequency rate in creased about 15 per cent, the first such increase is several years, 1 prepared a re view of plant safety performance for the vice president of manufacturing his refinery managers, and staff. The chart indicated we would wait until a disabling Injury or a series of them occurring in a short in terval of time showed us that something bad to be deae-Ahat our methods needed revision. At about this same time, the operations research group looked into the problem of injury occurrence, and the predictability of disabling injuries. The statisticians, applying control chart techniques to annual frequency rates for 1949 to 1953, concluded that the small num ber of injuries did not lend to short term predictability. Some more sensitive measure than disabling injuries would have to be used to measure safety program effective ness. la searching for this more sensitive meas ure we first considered using all injuries. This would give us sufficient numbers to work with and would be easy to compile 45 tP57 National Safety Congress from current dispensary report*. But sev eral objection* seemed inherent Employees might not fee! free to report minor injuries if all first-aid cases were used. In addition, certain minor injuries were bound to occur, and it was not economically sound to employ all the preventives necessary to avoid them. Take a pump mechanic, for instance, who cannot wear gloves and do hi* job properly. Even the most careful may receive small scratches, abrasions, or even puncture* on his hand* while handling materials and tools. ' CANT USE ALL INJURIES The removal of wind-borne bodies in the eye comprises a large percentage of firstaid cases. The number of cases depend on many variables such as location of the plant, operating conditions in surrounding plants and wind. Under these conditions compari sons between plants or even between periods in one plant are not true reflections of acci dent prevention effectiveness. For these rea sons, we discarded the "all injury method and selected certain injury types stipulating that the injuries should be: 1 Easily identified. 2. Free from individual judgment or per sonal bias in determining ones to use. 3. A. type that employees cannot fail to report. 4. Occurring often enough to give us suf ficient numbers to work with. The following types of injuries were se lected to comprise the Sohio Serious Injury Index: 1. All disabling injuries. 2. All non-disabling eye injuries from work-produced objects or corrosive liquids, requiring Uealsuatt by a physi cian. (Wad-blown objects are not in cluded). J. All non-disabling lacerations requiring sutures. 4? AU non-disabling fractures. 5. All other non-disabling injuries for which the phytidan prescribes work restrictions or motion limitations. They were selected also beoase they fitted into a pattern of easily r***g" types with no differences of pri"n os report ability. For example, in eye injuries our s*-*1 46 director's orders to plant nurses (each re finery has a none) states if a foreign object in the eye cannot be removed with two or three passes of a sterile swab, the injured employee most be referred to an eye special ist Thus, all such cases will be reported. There will be no particular questions about non-disabling fractures since these are usually determined by X-rays as ordered by the attending phyaesaa. Since only at tending physicians suture lacerations, the only problem is a nurse deciding which cases should be refciied to the physician. This is a very minor problem since there are frequent visits to the dispensary by the doctors. Admittedly, there may be some discrep ancies in determining that motion timitailoM or work restrictions are necessary. Doctors' attitudes and knowledge of the injured man's work vary, and influence their deri sions. However, these injuries include many sprains, strains and bade injuries, which are rather imiversally recognized as requir ing sadx measures. Disabling injuries are, of course, judged according to the nationally accepted Americas Standard Method of Recording and Measuring Work Injury Experience, ZI6.1. The number of these injuries, expressed on a "per million em ployee-hour" basis, gives us our Index num ber. CONTROL CHART TECHNIQUE Our research operations group, working with the safety group, had fresh ideas and techniques to interpret and evaluate our statistics m a stientific manner. The statis ticians suggested that we too, apply "control chart" techniques and the concepts of ran dom or chance variations to make the Index or frequenqr rate of serious injuries a more meaningful measure The control chart is based on the concept that any measure of performance will be subject to random or chance variation with no easily discernible cause: When some spe cific influence, either very effective or very ineffective, is brought to bear on the prob lem, the variation will no longer be due to chance. The influence will show up as very low or very high levels of performance. U our ease, the number of serious in juries per minion employee-hours is plotted monthly on a control chart for each indi vidual refinery. A mean or average monthly Petroleum Industry figure calculated from the previous threeyear period is shown as a solid horizontal line on the chart Control limits also are calculated. These are shown on the chart as horizontal dotted or dashed lines above and beknr the mean. These control limits are the estimated amount of random varia tion expected to occur without any change in the kind or intensity of injury prevention activities. As with any quality control chart, when our Serious Injury Index stays within these control limits, it is under control. Another way to look at the index varia tions within the control limits is that the j effectiveness of injury prevention is about | the_ same if the index is within the control limits. If the index, however, goes above the upper control limit something has prob ably gone wrong in our prevention activities, and we should find out so corrective meas ures can be instituted. The marketing department is reporting weekly to the vice president the number of such injuries. Our operation research involves thinking, reflection and analysis. They think about the problem of injuries, how they occur and what might Influence them. INJURIEO EMPLOYEES INTERVIEWED Injuries, they thought, involved people, work and hazards, either physical or persceaL If a man recognized a hazard he might avoid it or overcome it. To find out if people are able to recognize hazards and take actions to avoid or overcome them, an interviewing program was set up. Approx imately 100 employees at one refinery were interviewed after they were injured. Among the questions asked were these: 1. Did you actually give safety any con scious thought before or during the job? Likewise, if the index goes below the lower control limit something special took place to give us such a good performance and we should find out what it was to con tinue and expand its use. 2. Did you do any specific thing (not habit) to eliminate a hazard or make job safer? 3. Did you think about the hazard that caused your injury? Through these control charts thoi, we should be able to detect when effective or ineffective accident prevention activities are in use. We could not detect this with a disabling injury frequency rate alone. When plants operate with one or two disabling injuries in a year, the statistics are just too meager to interpret. In actual practice, the refinery managers recognizing that elimination of all injuries is the ultimate objective, have chosen to re gard the mean as their upper control limit. When their index exceeds this average, they show concern that U passed on to the supervisors. Has the use of the index been effective-- is a natural question. It has now been in use for two years. The refinery managers have discussed its continued use sad have decided that it is a more complete measure of effectiveness. We have shown a 14 per cent reduction in the number of injuries included in the index. One refinery has reduced the number by 33 per cent in this two-year period. , 4. Did you do something specific about ' the hazard that actually caused the injury? Of (lie answers. 82 per cent said they gave conscious thought to safety before or dur ing the job. This could be overwhelming proof that our safety promotional program was very effective. 54 per cent said they took some specific action to make the job safer. 30 per cent said they thought about the hazard that caused their Injury. .Lnd, H per cent said they took some ac tion to overcome it but still were in jured. Thus, we have several very important points to consider: ' 1. Most people interviewed seem to think about safety on the job, 2. Relatively few analyzed the job com pletely. 3. Very few took action to overcome or avoid the specific hazard involved. Other departments are using the Index Does this mean supervisors most improve also. The pipe line department uses it as employees' ability to analyze job* for possi the bass for its divisional safety contest. ble hazards or must we build up their rcal- 47 1957 National Softly Congress ization of the necessity to mlyie more completely? Does this mean that employees ico't *!* specific action because they don't analyse property or because their evahatfoo of tbe hazard teads them to believe that wwta--g much serious can ^happen to them or be cause they think they might be censured for being too cautious or taking too long to do a job? These are some of the questions far which we are now seeking some answers. We don't have diem yet, but we are working an them. la rnrrlimiw. w* fed that oar serums injury index is s step forward in accident --.1*irm activities. It fans helped us reset oar lights oe the fci of preventing injuries rather than solely am the prevention of loss of toot from work. It may sot be the tdtimatc sokttke to the injury prevention problem, bat kid mg in the right direc tion. In ****" tbe use of the Operations Research group adding its thaw efforts and talons to the safety probioa has beta pro ductive and wS be more so a tbe future. OFF-THE-JOB ACCIDENTS Statistics are sudi boresome things And figures rather dulL It's hundreds, millions, billions, trillions. Over which we mulL But facts are facts where 'er we go Regardless of amounts. So here's some facts on accidents. And that's what really counts. It isn't always big machine* With blades of sharpened steel That rob a man of ana or <* And make his senses reel. Nor is it always "on the job" Most accidents take place. But Juft the opposite Is true And figures prove our case. It's carelessness is little things .At hrraf ud aa the street Neglect in moving objects snail Away from running feet. A makeshift ladder, sliding rugs. Electric cords that spark A disregard for cellar stars And stumbling in the dark. Crossing where no crossings are While looking at tbe sky. Driving on a slippery road With milestones whizzing by. These are the things that take a toll We aU should frown upon So watch for them when off the job. As well as when you're on. --Humble Pipe Lime Company, Houston. Texas 48 OFFICERS OF THE PETROLEUM SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairmmi--PARKER C. FOLSE, safety dept, Soccvy Mobil Oil ax, Inc_ New York, N. Y. Vise-General Choi) sun WM. F. BURRIS, Phillips Petroleum co* Bartlesville; Okla. Seeretary--F. G. WILSON, American Petroleum Institute, New York, N. Y. Staff Representative--L. C. SMITH, National Safety Council, Chicago, 11L Vice-Chairman for Production and DrillingROSS CARR. Gulf Oil corjx, Hourloo. Teat Vice-Chairman far ifsrirfw^-GEORGE B. BLACK, Sun Oil co* Philadelphia, Pa. Vice-Chairman for Pipe Lines--A. L. GARNER. Gulf Oil corpL, Houston. Tex. Vice-Chairman for Exploration--A ROSS ROMMEL. Humble Oil & Refining ccl, Houston, Tex. Vice-Chairman for Manmfaciusing--G. J. GERHARZ. The Pure Oil co.. Lemoat, 11L Vice-Chairman Off-The-Job Safety--LEE F. DOUGAN. Sinclair Oil It Gas co* Tulsa. Okla. Chair-man Atlantic Division--K. J. BALDWIN, Ethyl corp* New York N. Y. Chairman Mid-Continent Division--H. P. BRADLEY, Service Pipe Line co* Tulsa, Okla. Chairman Gulf Coast Dromon--QUINCY V. TUMA, The Texas ax, Houston, Tex. Chairman Great Lakes Division--A. E. JOHNSON, safety director, Illinois Farm Supply, Chicago, I1L Chairman Pacific Coast Division, M. T. HAMILTON. General Petroleum corp., Los Angeles, Calif. Chairman Engineering Committee--H. F. WATTERS, Pan American Petroleum corp* Oklahoma Gty, Okla. Chairman Visual Aids Committee--R. D. EBERLY. Standard Oil co. (Indiana). Chicago. 111. Chairmm Contest and Statistics Committee--JOHN L. DuFON, Socony Mobil Oil ax, Inc, East Chicago. Ind. Chairman Health Committee--DR. B. B. REEVE, Standard Oil co. (Indiana), Chicago, I1L Newsletter Editor--HARSH BRITT. The Atlantic Refining eo,, Port Arthur, Tex. Assistant Newsletter Editor--G. F. STEDNITZ, Universal Potycbcm Mfg. Division of Universal Oil Products ax, McCook, 111. 49 }Q57 National Safety Congress Research end Advisory Committee--*C. H. LTNDBERG CChairman), Sinclair Pipe Line ccx, Independence. Kan.; "FRED CLAIBORNE. Pan American Petroleum corp., Tulsa, Okla.; J. H. McKENZIE, Socony Mobil Oil co^ New York, N. Y,: J. B. DeLAUNE, Cities Service Refining corp., Lake Charles, La.; 'WALTER BOON, Sim Oil c<x, Marcus Hook, Pa-; *C. D. ATTAWAY, chief safety engineer, Thiokol Chem ical corp, Marshall, Tex.; *W. O. WILSON, Standard Oil co. (Indiana); *D. M. FARRELL, Shell Pipe Line corp.; aD. A. KLEMME, Pan American Petroleum corp.; W. I. KENT, Magnolia Petroleum co.; *}. HOWARD MYERS, The Atlantic Refin* ing co.; *J. L. RISINGER, Socony Mobil Oil ax, Inc; *H. T. MARKEE, Phillips Petroleum co.; *F. R. McLEAN, White Star div,, Socony Mobil Oil co, Inc: *C. A. MILLER. The Texas co.; *C. J. NOBEMANN, Shell Oil eo.; J. H. BROWN, Tide Water Associated Oil co.; *H. W. BOGGESS. Sinclair Prairie Oil co.; "A. W, BREELAND. Lone Star Gas co.; *R, B. ROAPER. Humble Oil & Refining ax; GERALD O. LOCKWOOD, Continental Casualty eo.; 'GEORGE F. PRUSS1NG. consultant; *E, J. SENNE (Retired). Past General Chairmen 50 Other Volumes in this Series Users of this volume will find much value in its companion volumes. Here is the list: Vol.No. TITLE Steele No. > General Senior* and Detailed Inde* tn ell Volumes.............................. 03U7--I 2 Aviation: Aeronautical industries Section A Air Transport Ssdha......... 022^7--2 ) Sasic Steps in Accident Prevention................................ .. 02227--3 4 Cement and Quarry Industries............................ ................... . 02L27--4 $ dioiueal Industries .......... ......................................................... ......................... 032*27--S 4 Coal Mining Industry............................................................................................... 02227--* 7 Cemtnietioe Industry and Public Employment (PublicEnpleyee Scdm)... 02227--"7 Electrical Equipment Industry and Public Utilities........................... . 02227--I f Farm Safety ............................................................................ . 02227--f 10 Fertiliser Industry .................................................................................. *............. 02227--10 11 Feed. Meet PaeLiay A Leather Industries. Trades end Services..................... 02227--11 12 Glass and Ceramics Industry and Rubber Industry...................... 022-27--12 13 Home Safety .................................................................................... ...... 022.27--13 14 Industrial Subject Sessions (Sponsored by ASSE)........................................... 02227--14 15 Labor ...................................................................................................................... 02227--IS 14 Maritime Industries (Marine Section)...................... 022-27--14 17 Metals Industry...................................................................................... .............. 02227--17 It Metals Products Industries (Automotive end Machine Shop Section Fewer Press and Forging Section)............................ ................................. 022.27--1 If Minins Industry ........................................................................... .. 022.27--If 20 Motor Transportation Industry (Commercial Vehicle Section)................ 022^27--20 21 Occupational Health Nursing Section..................................... 02227--21 22 Petroleum Industry ............................................................................................. 02227--22 23 Priatinf and Publishing Industry......................................................... . 02227--21 24 Pulp and Paper industry...................... 02227--24 2% Railroad Industry .......................................................................... ................ 02227--2S 24 School and College Safety................................................................................... 02227--24 27 Traffic Sofcty ......................................... 02227--27 2t Tram* Industry .............. 02227--28 2f Wood Products end Textile Industrie*................................. ........................... 02227--2f 30 Early Morning Saiiianr. "Human Relations oad MawMaaaguncat**........ 02227--30 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLU1XE SIZE 12 or less p*ges-~ 13 to 24 pu*c-- 2S to4S puses-- 49 to 96 poses-- Over 96 pages-- 1 to 9 copies Back $0-25 J5 ,45 .60 J85 10 to 99 copies Each $020 28 J7 .50 JS 100 to 999 copies Each $0.17 2S J3 .45 39 1000 or more Each $0.17 2S 33 .45 JO Complete set of Current Safety Topic* (30 vols.)--$9.50. Stock No. 022.17 All price* shows are subject to a 10 per cent discount to National Safety Council member*. NATIONAL SAFETY COUNCIL 421 NORTH MICHIGAN AVE. CHICAGO tl. ILL. 410023*02 rstatea la MX 022-27--22 52 J957 | lURRENT SAFETY TOPICS Volume 23 PRINTING AND PUBLISHING INDUSTRY Tnmtactions t 4*%tH iVsrfioitii/ Sswfefff Cong {October 21-25,1957, Chico XATIOXAL SAFETY COVXCtE 42S N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Opening Remark* by Retiring General Chairman. . Eugene P. Ernest 5 New Ideas in Safety Switches.. . . ,.. .Frank N. Burt 6 Safety 'Round the Clock--An Extended Health and Safety Program for Industry. David T. Shute 8 Practical Safety Devices included In Harris-Seybold Products . Safety and Semantics. .. Joseph McConnaughey, Jr. 11 . Karl F. Simpson, Jr. 13 Behind the Scenes--The Insurance Company's Role in . Industrial Safety. . ... . .... - - Frederick J. Dodson, Jr. 15 Building Safety into the Printing Press--The Latest -Ideas......... Albert T. Kuehn 20 Officers 'I u\ ' ....................... ........................... .. . 23 LEARNING TO LIVE . . . Learning io live--merely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to excliangc tl>* latent idea* in safe attitudes, safe methods and safe equipment. Through speeeiie*. panel discussions and symposiums, they acquired new idea' for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organised less than half a century ago. a time when man's thoughts bardv kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel 5 Through science and technology, man is progre'ing to incrra>ing *ted' in travel and production, and increasing danger*--new dangers never before encountered. These, m addition to the everyday liAzard' of life. *empt*l the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the variu* field* safety, the National Safety Council publishes the Current Safety Topic--3 vlume of condcnsauirti' of tVuigre*' speeches and exchange* t idea*. |-!ach vt.lumr i* a handy reference to different phases of accident prevention. The fniplrtc <rt of volume* are listed on the bock pope of each volume. hincc the proceedings lave leen ediietl and condensed for reference purpO'C'. the complete original manu,cri|>t* with any chart' or illustratwin* used, are available in the National Safety Council file'. Views, expressed at the Congress or in any volume of Current Safety Topics are those i the Congress participant?, and not necessarily those ui the National Safety Council THE PRINTING & PUBLISHING SECTION This vohsnc i* a record of the session* held at the 1957 National Safety Con gress by the Printing and Publishing Section. The conduct of these Congress session* etch year * only one of the many cooperative activities which the Printing and Publishing Section carries on in behalf of it* member*, and for the benefit of accident prevention work in the priming and jiublUhing industry generally. The Section gives guidance in tlie preparation of a great variety of technical and educational material useful in the day-to-day ate*y program* of printing and publishing companies. The activities of the Section arc under the direction of its executive committee, the members of which are listed at the close of this volume. OPENING REMARKS BY RETIRING GENERAL CHAIRMAN-- EUGENE P. ERNEST safety officer, U. S. Government Printing Office, Washington, D. C This is modestly the 10th aauivernry of the birth of the Prhaing and Publishing Section. We have accomplished much, and yet so hole, is that 10 years and there retrains nsach So he dose before we can claim a job w*Jt done. Oars is a ginee batonry of busi nesses and oe napor problem, seemingly m onpowibie eac. is ftadtog means to reach the many thomaodi of m2 printing plants to which etcaanf aeahat prevention cf- tort it* dos aoc caise. The section has tor many years rrrgr wd this as its major problem, mid as efforts Urt been directed primarily towards findtag and developing means 10 reach them people. We have baca panxadarly fortunate in having the fuB co onnlira of the Printing Industry of -America, the Ethaboo Council of the Graphic Art* Industries. the Litho graphic Technical Fomhncu and other as- MwierionS in Am effect acoomt rati down National Safety Council** statistics inch* cate that the frequency rate for the print* ing and pnhfrshiag industry is oemstderabiy less than it was for the year of the found* ing of this section, and the severity rate shows a greater redaction; however these' reductions are no greater than those shown for all industry. Considering the fact that these are statistics furnished by safety-con scious printing plants that are members of the National Safety Council and actively participating is the safety movement, the record is not too good. The personal satisfaction derived from a job U considerably affected by the extent to which accomplishment can be measured. The engineer who designs or builds a bridge has a lifetime reminder of the results of his efforts; the nicmin is constantly re* minded of the extent of his success try the sue of bis axumtsBoa checks; the printer, the platemaker, the pressman, and die book* binder has the end product of his labor in a permanent form that can be used as a measure of his skills. The safety engineer has to deal in in* tangibles; die only record of his success available to him U the accident frequency and severity rates which are essentially measurements of what didn't happen. On the other hand the accidents that do bap* pen furnish the indication of his failures. FATAL INJURY AVERTED Once In a great while positive indication of success happens along. About three weeks ago one of our employees was In* jured while hand-feeding a Seibotd con tinuous trimmer. This employee was hand feeding 24-page pamphlets *ht had been saddle-stitched oa a web press. The em ployee's left thumbs first and second fingers were caught m the clamp and the employee struck at the shut-off pedal with his right foot and missed It His head and shoulders were pulled Into the shield of the safety device and the ma chine was automatically shut off with the cutting blade approximately $4 inch above his wrist We have five of these trimmers in the Government Priming Office and in the last 10 years we have had approximately six similar accidents. Although all of these ac cidents resulted in injuries to fleshy tissue only, we have nevertheless considered this exposure as unusually serious. Several years ago we saw in operation tn another printing plant an electric safety device manufactured .by Stibold to use on these trimmers. The units were purchased and arrangements were made to install these devices at such time as the machines were down for major overhaul. Two of the de vices still have not been installed. la this particular case, the operator noticed earlier that the brake was not property adjusted and a mechanic was called to correct this condition. Fifteen minutes after the brake was adjusted the accident occurred. 5 1957 National Softly Congress It is highly probable that the operator would not have noticed the poorly adjusted brake had it not beta for the electric safety which is normally used in stopping the machine. And, had it not been for the electric safety the employee would have been unable to stfike the old mechanical safety release in time to stop the knife stroke. This accident has provided us with a positive indication of both failure and suc cess. Unfortunately, the employee lost the terminal phalanx of his left thumb and' some txne repair was necessary for the first and second fingers. However there is absolutely no doubt but that the employee would have lost his left hand at the wrist had the trimmer not been equipped with the electric device. Needless to say the two remaining safety devices will be promptly installed on the machines not so equipped. As a further result of this accident our planning and production people have made arrangements to trim thia type of pamphlet on other equiproort and it is hoped that we will never again have such an accident-^ NEW IDEAS IN SAFETY SWITCHES by PRANK N. IURT manager. Trip Control DepL, Micro-Switch dr/., Minneapolis-Honeywell Regulator co,, Freeport, III. Micro Switch once made three switches. Customers asked for different actuators, different enclosures, different seals, different capacities, different characteristics--both electrical and mechanical, and Micro's policy was always "If we don't have what you need, we'll make it," The result is that we now make more than 9,000 switch products and a line of electric controls for danger ous machines like punch presses, brakes, and guillotine cutters. Many different requirements were needed by engineers and safety men for electric systems to prevent damage to machines of injury to the operators. We're grateful for the opportunity to participate in -these con tributions to safety. The Micro Switch trip control was developed from our need for a safer way to protect our punch press operators The most common use of electric switches for safeguarding machines and operators is as an interlock. Interlocks tie one action to another, soch as the interlock on a new car which prevent* starring the motor unless the transmissiOQ is in neutral. Another common interlock is a switch which prevents a ma chine from damaging itself. Interlocks can feel position, sense the reading of a pressure gauge, or a temperature measuring device or prevent our forgetting something more accurately than we ourselves can do these things. HIGH VOLTAGE SWITCH One of the new interlocks that Micro Switch developed is for use on high voltage electronic equipment enclosures. An elec tronic register control is a good example in the printing and publishing industry. When someone not qualified opens a high voltage electric cabinet, he could be electrocuted. This door interlock switch shuts off the high voltage power whenever the door is opened. The door must be closed securely btffore the circuit is re-established. However, this land of equipment occasion ally requires servicing while the circuit is live. The common way to do this is to tape or wedge the interlock switch so that H does not interrupt the power. Unfortunately, the service man could finish bis job, dose the door, and go away leaving the interlock taped or plugged. When the door was next opened, the power stayed on and someone could be exposed to the high voltage hasard. By the use of this door interlock, the service man can work cat a live circuit by pulling the plunger which the door usually pushed. Closing the door automatically reads the door interlock. When the door is next 5 Printing and Publishing Industry opened, it is sure to kill the circuit and afford protection. UGHTH) KKHIUTTON SWITCHES Another oew fine of Micro Switch prod ucts are the colorful lighted pushbuttons. Tins U a brand new idea m safety switches. Lighted pushbottoos were developed to save panel space bgr Himmatmg the need for a fxisftbutton and also a tight. The early ones had momentary action, and later a choice of momentary or alternate action was trade available. Then, two-lcvd buttons were intreduced so the opciatuc coold see that a button stayed dtpressed until it was actuated again. From her* the dcndopencBt led to putting a "feel'* mto the button *o that the operator would know if be bad pushed it or even if he had poshed it sufiSdeetly to do the job. Then a control for the light from some where else was developed so that an operator would push a lighted pushbutton but would never push an uolighied one. A still newer Ida hr lighted pushbuttons is to hav* several colors show on the same pushbutton denoting several conditions which can be cither locally or remotely controlled. The color of the light could be changed by another condition anywhere else; for ex ample, at the other ->f a huge printing press, and not until the color of the light changed would anyone push the master starter button. This second color could be an intermediate condition, and the third and possibly even the fourth eolor would have to appear before the operator started the press. These lighted pushbuttons offer many combinations. The newest development is a magnetically held pushbutton. When the pushbuttoa is depressed, a drarit is not only closed but held dosed electrically. It remains closed until it is broken electrically, either by the same pushbutton or elsewhere. This "bail ing" action can be cither manual or elec trical, and arranged so all hazard points must indicate an all-clear signal before a master starring switch receives the proper all-dear light, or eves is able to start the machines Micro Switch field engineers and design engineers are already worlang to incorporate these new lighted pushbuttoa systems to prevent accidents on large presses. OUT-THINK CARELESS EMPLOYEES To out-think careless workers, or to pre vent accident* by eliminating the breeding place of accidents, management can Incor porate the new science of human engineer ing into the everyday operation of machines. Micro Switch has developed new products, including the trip control system, which are "human engineered." They are designed so their use is in the safest, most logical man ner, so that the desired action or sequence of action is followed quite naturally by the worker. Ia the development of pushbuttons, the human engineering principles have been fol lowed when the choice of colors was made. The operators are not forced to watch a hypnotic color for tong periods of tune, and the stimulating colors provoke fast action when an emergency arises. In the case of the tri-lighted pushbutton, there is never a choice to be made as to whether * bulb is burned out, because ooc light should always be lighted. If no light appears, it is tune to call the maintenance department Another new product is the Hoocywcl! proximity switch . . . our name for a static switch. A static switch is a switchless switch--ooe that permits current to Sow or prevents current front flowing without the use of contact* or any moving parts. Iu fact, it is actuated by any magnetic material passing within a short distance of a sensing head. Tins device enables counting rotations of rollers without contacting the roller, working with metal plates, specifically tin plates as used in the printing industry, and counting and registering many other devices which are impossible to contact physically. Needless to say, the long life of such * device without moving parts will some day make this new system more common than mechanical-type switching devices. TRIP CONTROLS FOR GUILLOTINE CUTTERS Of the new Micro Switch products for the printing and publishing industry's safety, the Micro Switch trip control for guillotine cutters is probably the most directly adapta ble. The use ol Micro Switch trip control for gui'totinc cutters was an accidental but fortunate adaptation to paper cutters of a control originally designed for the metal working industry. Micro Switch trip con- 7 1957 National Safety Congress irols hut worked out very nicely on flatbed rutter*. affording an uncheatable control that i easier to operate and because of its elec tric flexibility, allows the operators to safely hold labels, tickets, or other narrow work. Micro Switch is now offering a special Micro Switch trip control designed especially for use on paper cutters. This control dif fers from its metal-working machine count erpart in that it does not have a "Single Stroke" and "Repeat" selector. Other trip controls have either '"Single Stroke" or "Repeat" although this selector is tightly locked in the control box, its presence was distasteful to safety men in the printing and publishing industry because a repeat opera tion is entirely unnecessary on a paper cutter. LIMIT SWITCHES GIVE AUTOMATIC UPSTROKE Micro Switch trip control offers automatic upstroke, that is. the operator could release his hand switches once the knife had hit the stick and took over and caused the machine to go bade to the top of the cycle, auto matically, and stop there automatically. This automatic portion of the cycle and the auto matic stopping was accomplished by means of limit switches actuated by the drive-shaft of the machine. When a knife was changed, it was pos sible to "inch" the machine to stop it hold ing one of the limit switches actuated. To tart the machine again it was necessary to change the setting on the control from "Single Stroke" to "Repeat." For this reason it required considerable research to eliminate the "Repeat" selector and proceed if the machine should stop holding one of the switches actuated. The new trip control for paper cutler* doc* all of these things. When used in conjunc tion with an angle bracket it cither require* the operator to hold both hands on switcho safely located beneath the front table of the cutter or allows him to hold labels, tickets, or other narrow Mode with the angle bracket and control the machine by a two-hand control with one switch located on the angle bracket and the other in the normal under-the-front-table location. Any time either of the switches on a Micro Switch trip control ts released during the downstroke, the cutter stops immediately. Any attempt to cheat the control, or any failure of the control, such as a short cir cuit or power failure, or an airline failure or a damaged component, will not endanger the operator because the machine can not run until the damaged or cheated compo nents are restored to normal. These more recent developments by Micro Switch are the results of normal progress and constant cooperation by our engineering department to meet progressive require ments of safety engineer* engaged in a con tinuous effort to out-thlnk the unthinking worker^. SAFETY 'ROUND THE CLOCK--AN EXTENDED HEALTH AND SAFETY PROGRAM FOR INDUSTRY by DAVID T. SHUTS assistant vice-president. Loss Prevention Dept., Liberty Mutual Insurance ceM ' Boston, Mass. - Why should industry establish a health and safety program that extends beyond the work place? From the public health point of view, health services offered by industry benefit a targe segment of the population. From management's point of view, when the influences on as employee outside the plant are good, the results of lower cost 3 and higher, better quality production like wise are good. The more a company pro vides for employees the more it is regarded as a good company for which to work and one which exerts a favorable influence on the entire community. There is a definite need for home accident control since accidents an the cumber one Printing and Publishing Industry cause of death among children and young people up to 24 years of age. The chief reason is that the accident problem has been stressed sufficiently for parents to realize that preventing injuries to their children is just as important as preventing the com municable diseases of childhood. However, there is no reason why the taissez faire at titude toward accident prevention within the family group can not be charged. There could be increasing awareness with cor respondingly beneficial results if everyooe in a position to do something about the situation joins in the crusade. MORE WORKERS HURT AT HOME Initial attempts at controlling home acci dents were made by local health depart ments. Results of surveys, statistical studies and early preventive measures revealed that a severe problem existed, but in a short tunc serious efforts might bring results. In addition to the high acadent rate among children, more employees have been injured at home than on the job. Many states are placing more financial responsi bility for off-the-job accident* on employers, which is a good reason why industry can and should get into the picture. Ufncs* and injury mean suffering, sorrow, and added burdens--mental, physical, finan cial--for the employee and his family. Ill ness and injury mean absenteeism for managonesft. Establishing a health and safety program that extends into the home should help to control these conditions by: t. Reducing employee ab*entc**m from injuries due to home, highway and recreational accidents and employee and dependent injuries and illnesses. 2. Increasing employee efficiency and im proving morale through the prevention of illnesses and injuries and improved employer-employe* relations. 5. Reducing group disability insurance costs through better accident and ill ness experience. 4. Increasing community acceptance of the industry a* a good place to work. Any industry* with an effective on-the-job accident prevention program can achieve satisfactory results by including activities aimed at preventing non-occupational in juries and illnesses. It must be acknowl edged at the start that this is a more difficult goal sine* the borne atmosphere, un like the industrial eavironmait, is not con trolled. However, most companies that have off-the-job or home safety activities believe it is well worth the time, effort and money expended, if only from the aspect of em ployer-employee relations. A group of industrialists meeting in New York city in 1955 to discuss home accident prevention agreed that a workable program for reducing home accidents would win em ployees, their families and community good wilL This group concluded that "heads of families and school teachers, like industrial plant supervisors can be taught responsibility for safety of individuals. But safety prin ciples and attitudes rather than safety spe cifics must be taught to employee families and then to entire communities." To help a family live with better health and greater safety is a matter of education --developing in the worker and his family a safety-consciousness that will apply re gardless of where they are or what they are doing. This family safety program should be a broad, long-term venture, care fully planned from year to year. FAMILY SAFETY PROGRAM It should cover not only home, highway and recreational safety but any situation which may adversely influence the health of a family, and it must be adapted to the spe cific^ plant In some cases home safety ac tivities should be a separate project But They are usually more successful as an ex tension of an effective on-the-job program. Primary efforts are usually concerned with getting information into the home. There are various ways of doing this: t. Provision of wall racks in the medical department first-aid room or other ac cessible location to display pamphlets for employees to take. 2. Distribution of health and safety pam phlets to the health service for the nurse to give employees when thev come for care or counseling. 3. Periodic distribution of health and safety information in an envelope with the pay check. 4. A health and safety column in the employee publication. 9 19S7 National Safety Congress 5. Monthly, bi-monthly or quarterly mail ings to the home. Every possible effort should be made to stimulate interest. Whenever possible an u crodoctory letter should be sett to the home of cadi employee, emphasizing the value of health and safety activities in a family and encouraging their participation. USE HOUSE ORGANS If the plant has a house organ, an intro* duetory article could announce the initiation of the program, with'suitable follow-ups in succeeding issues outlining the progress and success of the project. From time to time, appropriate posters on plant bulletin boards could tie in with the particular phase of health or safety being stressed at that time. When the company is the main industry in a community the program might be launched with an open house, at which time off-the-job, family safety, and on-the-job safety features would be stressed. Stimula tion of and cooperation with community organizations, use of local health facilities and resources, educational programs in the schools, demonstrations and exhibits for PTA meetings and other activities might be developed as the program progresses. Either a committee or an individual may head up the program. Ideally a special com mittee or the health committee might be responsible for activities. Few plants have organized health committees to carry out family safety activities. However, many plants have safety committees and since the activities of the employee both on and off the job are interrelated in health and safety, the safety committee or a sub-committee could extend its efforts to include family health and safety. This also gives employees some part in program planning. If there is no safety committee or it is not feasible for the committee to handle activities, the personnel director, safety director or some other person with a keen interest in em ployee welfare might be appointed to head up the program. Liberty Mutual's extaded health and safety program for industry provides group disability policyholders with a service di rected toward controlling injuries and ill nesses of employees and their families. There are various ways of approaching the situation. The method we presently em phasize is the home mailing program, which enlists the aid and support of the woman in the home. She is a force in her family and is an extremely important person in preventing injuries and illnesses to the whole family. Given the knowledge, she can also reach into the plant to protect the man of the house from work injuries. home mailing program The mailing program starts out with an introductory letter from management sent to each employee's home. The letter is ad dressed to the wife, mother or homemaker and exptalns the nature of the program, why it is being undertaken, how it will be handled, what it will accomplish for her and her family, and her part in the program. Along with this letter is a postcard to be signed and returned if she and her family wish to receive the health and safety mate rial monthly. After replies are in, a second letter is sent to all families consisting of two pam phlets--one on health and one on safety. Appropriate material is sent monthly there after. It is the responsibility of our health con sultants to help management individualize its program and work out other methods of distribution when a plant can not handle the mechanics of a mailing program. With the coming of automation and less work for more people, an increasing number of employees will spend less time on the job and more time at home, on the highway or in recreational pursuits with their fam ilies. it has been said that "The individual effort of an informed person will do more for his health and that of his family than all the things which can be done for them." Industry can set its sights on no higher goal for the future than to create in the worker an awareness of his health needs and a willingness to cooperate in all mea sures designed to promote and protect his health and that of his family^fc 10 * PRACTICAL SAFETY DEVICES INCLUDED IN HARRIS-SEYBOLD PRODUCTS * hr JOSEPH McCOHNAUGHEY, JR. Western District Manager, Harris-Seybolri Co, ' Division of Harris Intertype Corp., Chicago We at Harris-Seybold hare always been safety minded in design and manufacture of printing machinery--presses and cutters. These machines require dose operator con tact and by their nature, though well guarded, can, through a mishap* cause a severe injury. Safety consciousness in cutter design was demonstrated as far bock as 1899 when .1 two hand throw-in (operating control) was put on the old Seybold Holyoke model paper cutter, and m 1913, the two hand safety device was supplemented by a positive lock ing steel safety bolt, making a dreaded un controlled repeat cycle impossible PRESS SAFETY FEATURES Since those early days, many improve ments in printing machine safety have beat made by Harris-Scybold engineers. Several years ago, our engineers were invited to assist in writing a Graphic Arts Safety Mania!. The information supplied 10 our group by the committee, phis some additional studies on their part, forcibly proved facts about safety requirements which had always been supposed to be true. This created an even greater desire on our part to build in creased safety into our machine; Let's consider briefly presses--Harris and Cot trell presses today incorporate such stand ard design safety features as: 1. The "Two-finger Start" safety push buttons. This is now being furnished as standard equipment at no extra charge on new presses. This new safety device has won astounding acceptance by both operators and owners and is now considered a stand ard of the industry. This feature was in troduced two years ago at the National Safety Congress. Z Also safe-lock control station buttons are supplied on all presses: plus limit switches on load raising and lowering power lifts with fail safe brake and warning de vices, being standard on multicolor presses. 3. As much and as comprehensive safety guarding as possible to guard critical me chanisms is supplied which will still allow efficient operation of the machine with maxi mum operator safety. In areas where a man must work on dangerous mechanisms, guards are electrically triggered so as to make the machine inoperative when guard is removed. 4. Safety hand rails, grips and cat walks with grip treads arc also furnished to assist in operator safety, when moving around on the press. LIGHT REFLECTING FAINT 5. And something new - experiments are also being conducted through cooperation of Western Printing & Lithographing Com pany in using an off-white light reflecting paint on presses. A paint developed co operatively by Harris-Seybold and Pittsburg Plate Glass engineers. Western Printing safety engineers and press operators are quite enthusiastic and this change to lighter colors for printing machinery for improved visibility and safety purposes may presage a new trend. 6. Operator Manuals are furnished in the belief the more the operator knows about the machine, the safer he will be. Safety was one of our prerequisites in the original concept of the design of our Seybold "Saber* cutters and of the Full Hydraulic targe size commercial aad mill trimmers. Safer "Saber* meets, safety requirements for all six major hazards as outlined in National Safety Council Data Sheet #D-298 tided "Power Guillotine Cutters.* a. Danger of operator getting hand under descending knife. h. Fingers being crashed under pres sure damp; c. Contact by hand with cutting edge of knife when at rest 11 195T National Safety Congress d. Injuries from handling and i-hawgfag catting laufc. e. Acridatts due to repeat cycle of knife. f. Injuries due to contacting moving parts of the w4ww Examples of how the Saber meets N.S.C. requirements are: REQUIRED HANO^OSmONS 1. A positive approach to safety is demon* strated by establishing a required safe posiHon for the operator's hands daring the cutting cycle--m other words, both hands are necessary to operate the two hand start, two hand bold cycling control This ap proach can be compired to the negative ap proach of attempting to stop the machine during a cycle after the operator's hands or arms are in the danger area. As example of this would be the fight beam--electric eye safety device such as famished on im ported cutting machines. 2. Again, a positive approach has been used in safety design by use of the highly reflective off-white color on knife bar, coupled with adequate flood lighting--a fea-. ture which reduces operator eye fatigue and insures safer operation throughout the shift 3. The present day Seybold hydraulic paper cutter damp it capable of producing eight tons or more of pressure which can do as much damage to the operator's hands or arms as the knife. Harris-Sej'boJd pio neered the necessity of making the operator unlatch the clamp before it can be lowered by the foot treadle; thus preventing the possibility of the operator for some buddy) acddoitally stepping on the foot treadle and bringing down the clamp while his hands or arms are in the danger area. 4. The dreaded repeat cycle of a paper cutter las been met head on by our oigineers--the result is "The Double Safety Bolt.** This can be described as a safety to protect safety to protect safety, in other words, the sequence of operation, in ease required, would be: if the electric fail safe brake fails, if the #1 safety bolt fails, the #2 safety bolt will stop the machine--and prevent farther operation until cause of these failures it corrected. 5. The knife changing operation on cutten--always a procedure requiring extreme caution--has been made modi safer by the introduction of knife changing knobs.* And through cooperation with Eastman Kodak safety engineers an electrical circuit that interlocks the knife changing knobs is in corporated so that whei knobs are removed from their storage position--as it the case when the knife is being changed-the ma chine can not be cycled. This prevents any possibility of an unexpected cycle while the operator is working in the danger area. 6, There are numerous safety features designed into our Safer "Saber" paper cut ting machines--features not as dramatic per ilsps as* those already menBooed but impor tant They are: a. Strength and stability of task ma chine. b. Thorough guarding of all point* such as pulley, flywheel, gears. belts, and levers. c. Correct table height so that operator is not off balance when pladng heavy lifts of stock. Also air film available on larger machines lessening possi bility of operator strain in position ing lifts of stock. d. Electrical voltage reduced to HO volts from line operating voltage in con trol panel, reducing danger of severe shocks. e. In event of power failure, everything on cutting machine stops instantly and is either electrically or hydraulic ally locked in position. f. Knife in rest or non-cutting position guarded so operator cannot come in contact with cutting edge. A 12 SAFETY AND SEMANTICS by KARL P. SIMPSON, JR. director, safety ft industrial relations. Folding Paper Sox Asstu, Chicago An institution is "collective action in con trol of individual action." Following this train of thought, institutional economics is the study of business ethics which deals with the rules of conduct arising from a conflict of interest. These rules are en forced by the moral sanctions of collective opinion. At times this concept of an insti tution seems analogous to a building, a sort of framework of laws and regulations, within which hwfividuals act as inmates. It seems to mean the "behavior" of the inmates in oar social organizations whkh results from the conflict of interest. The application of "institutionalism" to industrial safety can be appreciated if we apply the "conflict of interest" concept to the conflicting attitudes of the general pub lic. On one side, we have the pressure of competition which stems from the public's desire for more production and higher qual ity at lower cost. On the other side, we have a "moral" pressure from the same fownl public who fed the greater pro duction and higher quality should not be achieved at the price of an unduly high cost in industrial injuries. In this "conflict of interest" the "moral conscience" of the public has been trans lated into economic pressure on industry in the form of workmen's compensation. This shifts the burden of administering this moral sanction to the business community. By altering basic rules of the business com munity and taking full advantage of a bask characteristic of human nature; the altered flow of business activity should decrease injury rates. Tims, workmen's compensation is based on the idea that the "mstitutioeal" or per sistent behavior patterns of the businessman will reduce and eliminate cost items (in juries) which ore subject to his control That portion of the injury "cost" which cannot be eliminated should be part of the product cost and reflected in the purchase price. In this definition of institutioeal economics we find a significant contribution to under standing industrial safety. la a safety pro gram there ore two problems which must be considered: (1) effectively presenting the program to get management's full coopera tion and (2) presenting the program to em ployees to secure their acceptance. Lode of understanding on the part of management prevents effective action, while a lack of iapport with the employees reduces the pro gram to a sterile exercise in theory with no effective use. TWO PROBLEMS OF SAFETY PROGRAMS The way to present a nfety program to top management, is not the same as present ing it to employees. The facts arc the same for both groups. The problem is selecting pertinent information which will be under stood and appreciated by each group. Since the conditioning and training of the busi nessman differ from that of the employee, be wilt be responsive to different arguments. For a safety program to be really effec tive it must be "sold" to top management, so they are induced to put their full weight behind the project and drive it through to completion as they would is marketing a new product or installing new machines and techniques. The reason top management supports a new product is because if the program is successful, the organization will profit. The reason management supports in stalling new machines is because it will lower cost, increase production and, in the end, should mean greater profit. One basic mental institutional characteris tic of the businessman is his unbounded optimism and faith in the future. One val uable instrument for measuring his activity and his estimates of the future, is the "profit and loss'' statement He thinks, cats, breathes and lives "profit and loss." We must recognise this characteristic. However, there is a great difference between recognis ing this characteristic and effectively using it to activate a safety program. 13 WS7 National Softly Congress You can tell a businessman that a food safety program will alleviate suffering; be good for his employees, be good publidty (.this may have some monetary significance to him), is needed to keep the union quiet, will get him into Heaven, or stress all the humanitarian and revival arguments, and it luck)*, you wilt get an ihdifferent acquies cence to your program. You might as well bury and forget about the activity right there because you will never really get the program off the ground. The only thing you are sure of is the disaffection of your co-workers and laryngitis from shouting into closed ears. GIVE MANAGEMENT FACTS This complete indifference is the situa tion faced by many practitioners in indus trial safety. They are fighting a one man battle for a program which requires the complete support of the whole organization. On the other hand, Webster defines an injury as "damage or hurt done or suffered . . . " If we assume that an injured person was not trying to maim himself. then every injury is an accident, but every accident will not result in a personal injury. We reduce these classifications into sub-groups on the basts of damage to plant, machinery or equipment: 1. Accident--oo injury to an employee and no damage to plant, machinery or equipment. 2. Accident--no injury to an employee but the destruction or damage to plant, machinery or equipment 3. Acadent--an injury to an employee but no appreciable damage to plant, machinery or equipment. 4. Accident--an injury to an employee, as well as the destruction or damage to plant, machinery or equipment. Many industrial safety men are not tak ing full advantage of their power. This power or force consists of an aroused man agement or business organization in search of profit. The catalytic agent necessary to activate this element is proof of decreased costs through the reduction of accidents. This proof must be more than a pious affir mation of faith that a cost reduction will result. The monetary nerve of the business man is quite well developed and extremely sensitive, therefore it is logical to present arguments to activate this sensitive sensory organ. If you want to see top management sit up and act, just tell them a good safety program will save them money. Be pre pared to back up this statement with a factual presentation worthy of their con sideration. Does this mean that businessmen are heartless monsters to whom welfare argu ments mean nothing? No, but it means by telling them * safety program saves money, you have said something their analytical mind understands. You are getting through to than; you are talking in a language they appreciate and evaluate. Since all,injuries result from accidents, the fertile field for exploration involves the area of accident reduction. Because of the controversial nature of the data on the "total" cost of injuries, let us ignore this aspect of the problem and explore the other economically significant area of "cost," re placing or repairing of plant, machinery or equipment damaged or destroyed by an acci dent. Webster defines the word maintenance as "the upkeep of property, equipment, etc." This upkeep is necessary by normal wear and tear on equipment. CHECK MAINTENANCE COSTS This idea has become somewhat adul terated and maintenance in many innnr now means all outlay to maintain plant and equipment, including the cost of restoration or replacement after an accident When this new definition is followed, the main tenance budget often is so targe that top management reduces the size of the main tenance crew or delays expenditures for needed repairs. Seldom is an effort made to determine why maintenance costs have become unduly high. To approach this task of '`cost" analysis intelligently, reduce the problem to its basic elements. Webster defines the word accident as "an event that takes place without one's foresight or expectation, especially one of an afflictive or unfortunate character . . . " If your maintenance costs are too high, you should investigate to determine why each expenditure was made. Ask these questions: 1. Was the expenditure from the actual wear and tear normally expected? 14 Printing end Publishing Industry 2. If not, was it due to an accident? 3. If it was, why did the accident occur? Separating out these "accident" expendi tures is not as easy as it seems. People who have weifed the company's money are sel dom willing to admit it Despite the difficul ties inherent in such a project one company in the paper industry has made a preliminary investigation of the subject and unearthed the following facts: 1. 15 per cent of the maintenance work was unquestionably made necessary by circumstances which could be classified as "accidents." 2. An additional 15 per cent of the work was made necessary through employee negligence -- (some people, however, might question the use of the word "accident" in these cases.) 3. There is another area beyond this basic 30 per cent which could not properly be classified as "fair wear and tear"--damages which might have been pre vented by the type of systematic job analysis which U called for in an effec tive program of accident prevention. These results arc based on an analysis of 1,251 work orders. If "accidents" and "neg ligence" had been eliminated the total would have been reduced by 375, If your operation is anything like the or ganization which made this study, you might apply this 30 per cent figure to your mainte nance expenditure for last year and see if you can stimulate any interest in your top management in a program which offers the reasonable expectation of this dollar saving. This obviously is not a complete picture of the boiefits of good safety program. However, if our thesis is correct--that you must translate the value of a safety program into terms top management can evaluate and appreciate--then it offers a fruitful area for exploration and possible exploitation. Turn your safety plan into a program designed to eliminate the basic ingredient in each per sonal injury--the accident--and use factual material to bade up your assertions that ac cidents and injuries cost money. Although you may not be able to deter mine the "total cost" of injuries, you should be able to substantiate your offer of savings in maintenance expenditures which by itself should be sufficient to "self* any top man agement on your program.^ Behind the Scenes-- THE INSURANCE COMPANY'S ROLE IN INDUSTRIAL SAFETY by FMDRICK J. DODSON, assistant manager, Loss Prevention DtpL, Liberty Mutual Insurance coM Boston, Mass. Cooperation between representatives of the insurance company and the policyholder, which may sound like an obvious necessity, deserves to be examined. This is an area of the aeddent preven tion scene in industry where there is sub stantial room for improvement--the zone of inter-relationship between the insurance carrier loss prevention representative and those in industry responsible for the admini stration of the in-plant safety program. Real misunderstanding .exists in only a small percentage of cases, but there is room for improvement in the vast majority. Ad mitting that we must always live with the personality conflicts existing in any human contact, let us see if there is any other basic reason for difficulty. The plant safety director U engaged as a management representative charged with the prevention of accidents or production inter ruptions in the broad sense and he generally IS 1957 National Safety Congress acta with the delegated authority o top management He is trained and experienced in the problems of his organization, and he knows its limitations and economic restric tions- He can draw on the skills of his own organization's staff and he can consult with numerous agencies for advice. so he cm tasks a imiiu-- wrrltiue atheir joint UDdertaldngs. The pteg safe* r^aa mast also recogaue dm the mmurn representative is not in cerapecieie* w him bat is, in effect ccmmAtmt for W assistance. The insurance safety esgaam in efcr >cka ENGINEERS VlD KHJCYHOLOUS situation, rrcognim that tW plane an *** live with his plane ynklas tn7 4ay - The insurance company safety engineer the year. When the immTce mtpumr vwe* although engaged by a different employer the plain he mast carrfudy irihm is expected to contribute a service to the examine the pbrt*s activities before aosspe. policyholder which will achieve the same mg to offer advice or egfuriiwi Wiser goal as that of the plant safety man--an be eocotmters new tinatient nee wtthan the improved accident experience. Every insur scope of fcU own caperimage he mg take ance company safety engineer is not a top time for necessary rasetrrh and stady of the flight operator and the same observation industry's experience as rraupflut and docu could be made of industry's safety engi- mented by bis own company. He may need gincers. Tn the early years when industrial safety was in its infancy we probably had many cases where the insurance company safety man's activity was too greatly concerned with "replacing rungs in ladders." or "patch ing holes in the floor." However, a lot of water has gone over the dam and the broad exposure of information and education now available to insurance company safety engi neers has changed the picture greatly,--yet f feel that in many places industry doesn't really understand this. The insurance engineer is trained in the fame basic principles as the plant man. He has, however, access to a vast experience accumulated by his employer which far ex to caU upon speriafisra for further assist ance. I believe it is the accanrcdated experience of the insurance camera, many of whom have acquired and developed special knowl edge of particular industries, that puts tbe insurance engineer ta a position to be of maximum aid to the plant tnati Various insurance companies, over the yrars, have acquired extensive coverage m certain geo graphical areas where particular zaduswra tend to center, making it possible to devriop special services for such inAmrie*. Seri services can frequently be extended to othe* less concentrated areas through the carrier*training and supervision of its field repre sentatives. ceeds that of the Individual plant. He has close contact with specialists in the more technical fields of engineering and can draw on such help as he needs it In our rapidly advancing technological system these skills, in depth, are essential to keeping our loss prevention activity m tune with the times. f can see no basic reason for misunder CARRIERS EDUCATE PLANTS The carriers are also called upon by trade associations and organizations such as the graphic arts industry to assist in the develop ment of educational material and the re search of sperial problems. Through these contacts the carrier can often bring to the individual plant knowledge of new develop standing between the carrier and the insured. ments that have not yet filtered down to the There is unity of purpose. Safety repre operating levels. sentatives of bath are members of the same The plant safety man has much to gain profession working toward tlte same objec tive. from the insurance carrier by learning to make use of its safety services to best ad INSURANCE MAN IS CONSULTANT In the ideal situation the plant safety man accepts the fact that the insurance man cannot know all of ht$ and his plant's problems and that he must acquaint the insurance man with background information vantage. He can do this by endeavoring to establish the best possible personal relation ship with the carrier's servicing engineer so that there will be a constant free exchange of problems and Information. Through thi* local contact he has access to the lull facili ties of the insurance company. 16 Printing and Publishing Industry thee mAcmsx rapport or under* ing with ineffective subordinates and fail m Mtdm k** ham established between plant our purpose. jih^tix minty mm let's examine some Therefore, It seems appropriate to con e*riAe suimks to which the carrier clude that the insurance buyer can assist tarn titiikst the carrier to render effective service by ACOOeff PREVENTION V. indootml organisations grow large, ligaitmn factors emerge that seriously jdect the accident prevention effort--erne establishing good lines of communications with appropriate management representa tives. NEW SKILLS NEEDED rti'fK, the other sometimes hinders. Since Wortd War It the technological Fmt. tbe brger organization recognizes and accepts a broader responsibility for its Hmcaa and community relationships. This 'gads lo more vital interest la the loss pre vention effort and a demand for positive results. 1 know of no targe, successful business concern that docs not face up to this obligation and acknowledge* its Imporance from both legal, sooal and economic prints of view. This recognition also lead* logically to management's demand that the insurance farrier be equipped and staffed to render every practical consultative aid on loss coanot This imposes a powerful incentive on >he carrier to develop a service geared to the ranging requirements of Industry. The second significant factor to arise -rora the growth of the industrial organizevxi is the development of the staff function lad tbe delegation of authority. In dealing tek the sniffer poScyholder we usually lehiere remit* more quickly by establishing tffective contact* with the owner-manager t the shop superintendent. In the case of he brger otganizatioa we. as relative out* oders, frequently encounter impassable chan* wls of authority, delegation and decentralt* atioo. * It is not unusual to discover in the course * t attempting to render effective service that we must deal with an insurance mana ger, * safety director, as industrial relations manager, a standards department, an engi neering department, a medical director, a factory superintendent, an architect, a chem ist or process engineer, a purchasing agent and a government security officer--to men tion a few. To get derisions, to activate necessary development* of industry have advanced so rapidly that a whole aeries of specialized field* of tdence invaded the scene. This new complexity extended to the field of accident prevention. New sltill* were needed, research into new hazard* was urgently required, new training was necessary and new technique* had to be developed Obvi ously, no tingle firm could assume or afford tbe full responsibility for these new prob lems--hut. the insurance camera have been able to bridge much of the gap. We believe the insurance company toss prevention specialist makes an important contribution is this situation because suc cessful accident prevention activities in to day's complex industrial atmosphere are do longer simple ABCs, A truly comprehen sive loss control program must draw on many skill* and no manufacturer, merchant or contractor can afford to staff his organi zation with all the professional Imow-how that may be required to do a total job. Through the insurance company, however, it is possible for the policyholder to avail himself of many skills because they can be node available to so many policyholders that the expense can. be justified by the carrier, LOSS PREVENTION DEPT, 1 think you may be surprised to learn the multitude of the specialties that It has bees necessary to develop in order to make avail able a complete modern loss prevention serv ice. Here are the- talents that we employ in omr Loss Prevention Department and some of the services jhese people reader. (Note that these are in addition to the field servicing engineer* and elevator inspector* who make regularly scheduled visits). changes and to organize necessary follow-up under these circumstances pose no simple problem. In many cases we achivt simple, effective communications with the proper authority. In others, we find ourselves deal INDUSTRIAL MEDICAL CONSULTANTS Planning in-piant medical facilities Assisting in selection of personnel 17 1957 National Safety Congress Establishing health counselling' programs Setting up job placement programs Investigating special health problems. Design of controls to provide kgs! de fenses. INDUSTRIAL HYGIENISTS Field Instrument testing--air sampling Design of ventilation systems Developing control measure*--dusts and ' g*$* Evaluation of waste disposal profetaas FLEET ENGINEERS Establishing driver selection and trainutr programs Developing vehicle maintenance program* Training of fleet supervisors and driver trainers. Determination and control of explosion In addition to these skills we have alto and fire hazards. food it necessary to develop facilities tt ACOUSTICAL ENGINEERS Measuring sound levels Designing noise ooatrol devices Setting up audioroetrie programs. examine new or previously unsolved technical problems. Various companies have ap proached this simatioa in different wav* Osr company has built a Research Center at Hopkinton, Massachusetts, dedicated and TRANSPORTATION ENGINEERS Designing industrial power truck programs Analyzing parking lot and traffic system Controlling peak traffic hazards Laying out. shipping and receiving traffic patterns. CONSTRUCTION ENGINEERS devoted exclusively to the solution of real or potential accident problems arising Cron the activities of our policyholders. This is not a profitable operation if meas ured in terras of direct gain to Liberty Mutual. In terms of future profit to Ameri can workmen, it has already gram promise of justifying itsdf. We believe tint our* Analyzing door loading and building de sign problems Measuring and correcting building vibra tions Studying and controlling blasting opera tions Analyzing strength of temporary struc tures. ELECTRICAL ENGINEERS Controlling hazards of power generadon and distribution is a sendee organization and must contribute to the general welfare to justify confidence in its purpose and to this end we are proud to has*c pioneered in this phase of loss pre vention activity. TECHNICAL. SERVICES Xow these special services are delivered by home office and staff people--available to support and assist the field servicing engineers responsible for first line contact* with the policyholders. Clearly, these skills Study of high and low voltage exposures. HEALTH PHYSICISTS are too numerous and too highly developed to fall within the scope of even the most versatile safety engineer. ` Measurement of radiation exposures .Analysts of radioactive material landling Establishing radiation health control pro grams. . ' In listing the special consultative technied services I do not mean to detract, in any way, from the ability or importance of the servicing osgtneer. His is the basic responsi INDUSTRIAL ENGINEERS bility for the carrier's Loss Prevention Service. Most field representatives are grad Designing effective machine safeguards *" ' uate engineers, who have completed an in Reviewing and assisting in plant lay-out tensive training program. They are capable Analysis of material handling programs of dealing effectively with 95 per cent of Preparation of job and operation studies. the problem they encounter but of major PUBLIC LIABILITY SPECIALISTS Analysts of catastrophe possibilities Study and control of public assemblies Application of building codes and standards Evaluation and control of product liability exposures importance is their ability to recognise and evaluate the unusual situations and so ob tain the assistance of specialists when re(pared. My second recommendation is that the policyholder acquaint himself with the spe cialized insurance services available to him Printing and Publishing Industry tad that be make known his need to his carrier's local loss prevention representative. This is a problem of timing. It is common for ns to detect new problems in the plants of our policyholders that we might have earlier resolved at less cost and inconveni ence if we have been consulted. In fact, in the designing stage of new processes we have oftei subnutted proposals that were easily adopted but which might have been prohibitive after the operation was started NOTIFY SAFETY MEN This situation leads logically to my third recommendation. The policyholder should alert his engineering and construction de partments to notify the safety department and his carrier's loss prevention representa tive of new plans, new layout, new ma chinery, new materials, new processes, new products and extensive alterations while these changes are in the planning stage. In dits way we can frequently forestall hazard ous situations and avoid expensive changes that might result if the conditions are de tected "after the fact" I have made several inquiries of industrial safety directors and personnel managers to determine their view of an insurance com* pany'it role in industrial safety. I certainly got a mixed reaction. Replies ran all the way from "an unnecessary evil" through "too little and too late" up to the compli mentary "principal force behind our pro gram" and the one I like best--"They (the insurance company representatives) are like a staff of experts on our own payroll." We ail know that no two insurance com panies are alike and the extent and calibre of loss prevention service rendered by these companies cover a broad gamut. These serv ices are geared to reflect three forces--(1) the demands of the policyholders, (2) the cost of such services and (3) the insurer's philosophy or belief In the effectiveness of the loss prevention effort. ACCIDENT PREVENTION BENEFITS Modem industrial management knows the economic advantage of effective loss preven tion but. in addition, has accepted more and more a broader responsibility for its human and community relationships. The desire to develop a solid community reputation for providing a safe and healthy working en vironment, to attract the highest calibre cm- ployees, to reduce turnover and absenteeism and to establish general goodwill has motiv ated industrial management to re-examine its accident prevention activities. This examination sometimes indicates that there is much more that can and should be done. On many such occasions the insurance carrier is called upon to supply additional special services in keeping with the broader concept of managements' responsibility--and this demand motivates the insurance car rier to improve the scope and calibre of its services to meet the challenge. Loss prevention service is exactly that-- a service and what the policyholder gets out of it will be in direct proportion to his willingness to make use of it. Many com panies seem interested only in the immediate direct cost of insurance, fading to realize that in the final analysis the cost of losses is the greatest single factor in the determina tion of rates. In the long run. an individual concern will do well or poorly in direct ratio to its ability to reduce losses. The cost of loss prevention service is about the same in any company---the impor tant thing is what the company does with this expense money and what use the policy holder makes of the service. Since the in direct or uninsured cost of industrial acci dents far exceed the direct or insured loss, the policyholder stands to gain much more than the carrier from effective loss control activities. HIGHER CLAIMS COSTS In today's expanding economy we are confronted with much higher claims costs because of liberalization of benefits and higher medical expense. It is a credit to the efforts of both policyholders and carriers that there has been no severe increase in Workmen's Compensation insurance costs. .As a result of improved experience in indus try the higher cost of cases has been par tially offset by a reduced frequency and basic rates have increased only slightly in comparison to the cost of cases. The attitude of the insurance carrier it self is an important factor. My company has been dedicated, since its founding, to the belief that it must contribute substantially to the prevention of loss and suffering so that our American insurance system will be more than a system of reimbursement for damages done. 19 1957 Notional Softly Congress Tlie important points that I have tried to make am: There is room for improved understand* ing between insurance loss prevention engineers and industrial safety men in the policyholder's plants. Much can he gained by a re-examination of the two points ot view because Such as exami nation wiO reval that there is a common objective which can be best achieved by close cooperation. hiaudf with the special services hit carrier is equipped to render and should call upon these services when needed rather than waiting for the carrier to discover the need. The poEcybotder should promptly notify the insurance carrier of intended proc ess, product or plant changes so that fwuaiiKadnfam can be considered in the planning stage of such developments. ft Good communication* between the in surance carrier- and the policyholder are essential at management level. The Policyholder can do modi to he sure that proper working contacts are maintained, b The insurance buyer should acquaint < Huwcn uxat ine principles and soggestioBS I hare made will have universal wiisBaBat If you tie not well acquainted with your inunwi carrier* representatives, envies theta to talk things over. You may be iurptioed to dot thnr tfimHig i* little different from yourvA, BUILDING SAFETY INTO THE PRINTING PRESS Tli* Latest Ideas by ALIUT T. KUDIN sales service engineer, Mithle Printing Press tc Manufacturing coM Dtv. of MfMc-Gos*-0*xtr, {nc^ Chicago The latest ideas of safety built Into print ing presses are found in the presses designed and built after the last war. These arc high speed Rotary Sheet Fed Presses. Theyarede signed to print in one to five colors by both the letterpress and the offset lithograph proc ess. They print anything from the sue of To appreciate fully the safety engineered into the new presses, let a* take a backward look at one of the prewar presses. Here we see cam* gear* and a mare ot moving parts dangerously exposed ee both side* of the press. postage stamp to the si*e of a bed sheet These hazardous arena are eliminated on <S2*x76') at speeds up to 500 feet per the new presses. All cams, gears, and mov minute. ing pen* arc enclosed is streamlined bous Many safety donees are built into the ing*. Same of the parts operate in * bath presses, but the most important of all is the oi oil, other* arc automatically lubricated. completely new design of the press itself. It is engineered for safe operation. ' Mow. it is perfectly safe to walk up to ooe oi these presses, running at high speed, In the letterpress process we dad that the and pat the side of the press with your hand. design o large presses has changed from a hat bed reciprocating press to a streamlined Rotary Press. In the offset lithograph process we find that the presses have changed front high, safctt in press operation The most anaring change in safety on the new presses is the simplicity of the press operation. slow speed, cumbersome presses to low, high speed streamlined presses. 20 Just picture a flimsy sheet of paper, the sue of a b*d sheet (52^x76*), bong printed. Printing and Publishing htdtutry First the sheet is separated from a pile in the feeder and is moved on tapes to a po*ioon where it is registered. It is then acvci,rated to the speed of die pres- and trail*ferred to the printing cylinder. Ttie -Jwvl itlicti pruned Ut r<ue to four color* wlu!e it travels from J00 to 500 feet per minute. Next, it is decelerated, stopped ami placed 4i a pile in the deliver). Tin? goc- on tut hours Willi very little attention h> the pre*-- man. The press is automatically tripped off, when damaged sheets are fed to the press, or when they are nol-accuratciy registered. It is now possible to print Uie finest quality ft th large sheets, at the fastest speeds. will* complete safely to tlte operator. This i the most amazing change on the new presses. Safety in kess makbieady t'rea* makerduly includes placing ink. wa ter, paper and printing plates on die pres*. Next, sheets are printed and adjustments are made to register colors on die printed sheet. After completing die pro* run, die printing plate* and the ink are removed. The press i> then "wwliel up" tor die nest printing job. During the makercad.v operation one to tour men work on different tarts of (he press at the same time. To prevent tieetdrin*. many safety devices and means are built utto the presses. Klectrical pttdi-buituu s*ivt\ stations and etticrgency -top station* are h* istnJ at many tunvetnttit place* utt die pres*. A safety bar is located where priming cylinder* come together, ft prevents ilie operator from placing his itand between printing cylinders. The slightest movement of this guard brings the press to an emer gency stop. Other safety measures include ink roller guards and perforated guards at tlte printing cylinders and at the delivery end of the press. Wide platforms and land rails are other safety measures. SAFETY IN PRESSROOMS How effective are the safety measures' built into the latest presses? How do many accidents occur on presses? How can they be prevented? To find the answer to these questions we visited a targe Chicago printing plant, op erating about 50 priming unit*. Tlte press room foreman told us that accident* occur cm the presses at die rate of one per month. The are immediately investigated. In must cases, the causes are carelessness and dwobeynag orders pertaining to safety prac tices. Tlte foreman said tint the number of ac cidents on the presses today are only a trac tion of what they were previously. He could offer no suggestions for additional safety measure*. This brings out the fact lint the latent ideas in safety are effective. Our engineers are constantly on die alert for safety suggestions. They cotffwrate with safety committees. Tlte latest idea* in building safety int<> printing presses are: Safety in the design of the frets The prates are lower, all outer gears, rams and moving parts are enclosed in oil tight housings and streamlined guards. Automatic lubrication cJiniimiu-* the nrrd to work hi hazardous area*. Safety in the operation of the prrtx Utile attention to the pres* is required after printing production starts. Automatic detectors check the register and the transfer ut each sheet. - The press I* tripped automatically when a damaged sheet i* fed-to die press. All operating controls are located in ikhiItararduus areas. Safety during frets makeready Safety switches, tripping device* and emergency Mop switches are located in con venient Ideations owtlie press. Safety guards are placed over ink rollers, printing cylinders and at the delivery of the press. i'ressrooni foremen experience few acci dent* on the Advanced Design Rotary Presses. This U truly a sign of progress in building safety into the priming prew.-A. 21 OFFICERS OF THE PRINTING AND PUBLISHING SECTION NATIONAL SAFETY COUNCIL 1957-58 Gnural Chairman--WALTER R. SMITH, manager, employee activities and safety, R. R. Donnelley ts Sons col, Chicago. Ill, first Viet Chairtnott- KENNETH Y. UMBERGER. personnel manager, Kingsport Press, Inc, Kingsport, Tam. ietond Vite Chairman--PAUL I, O'NETt.T, personnel and safety director. Rand Mc Nally tc col, Hanunood, lod. Secretary--DAN H. GAOTHAU5. safety director, McCall corp, Dayton, Ohioi SrtrjUtUr EdMet--GORDON H. ROSBERG, safety director, Richter McOlI * Co, Chicago, III. Assistant Newsletter Edf/or--KARL SIMPSON. JR-. director of safety and industrial rebtfons. Folding Paper Box Asm, Chicago, lit <. s'+grett Program Chairman--CHARLES SHAPIRO, manager, educational drpU Cilho* graphic Technical Foundation. Inc, Kew York, N .Y. Other Volumes in this Series l*-rr* <j( this volume will find much value in it* companion volumes. Here is the list: Vol. No. TITLE Stock No. t General Sessions end Detailed fades to all Volumes......................................... 02247--t 2 Aviation: Aeronautical Industries Section I Air Transport Section......... 02247--2 3 Satie Steps in Accdcirt PreventiM...................................................... . 02247--3 4 Cwieat end Quarry Industries...................................................................... .. 02247--4 5 Chemical Industries .................. ............. ............................... 02247--5 4 Caat Mining Industry............................................................... ...... . 02247--4 7 Construction Industry and Public Employment (PublicEmployee Section)... 02247--7 5 Electrical Equipment Industry and Public Utilities............................ .. ........ 02247--4 t Farm Safety ................................................................ ......................................... 02247--4 10 Fertiliser Industry .......................................................... .................. 02247--10 11 Feed. Meet Packing I Leather Industries, Trades and Services........ .. 02247. II 12 Glass end Ceramics Industry and Rubber Industry 13 Heme Safety .................................................................. 02247--12 02247--1) 14 Industrial Subject Sessions (Sponsored by ASSE) 02247--14 15 Labor ........................................................... 14 Maritime Industrie* (Marine Section) 17 Metals Industry ................ .. ,.. . 02247--IS 02247--14 02247--17 15 Metals Products Industries {Automotive and Machine Shop Sectien Power Press and Forging Section) ` . ................ 02247--It If Mining Industry ................................................. ....................................... 02247--If 20 Metar Transportation industry (Commeiciai Vehicle Sectien) ................... 02247--20 21 Occupational Health Nursing Section......................................................................... 02247--21 22 Petroleum Industry ................................................. 02247--22 23 Printing end Publishing Industry.................... 02247--23 24 Pulp end Poper Industry................................................................................................... 022.27--24 25 Railroad Industry ................................. . . ... .............. 02747--2S 2b School and College Safety................. 02247--24 27 Traffic Safety ......................................................................................................................... 02247--27 21 Transit Industry ....................... 02247--21 2f Wood Products and Tcatiic Industries . , ...................... 02247--2f 30 Early Morning Sessions, "Hunsa Relatione end Man-Monagament". ....... 02247--30 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME m !-J .r lc> |ecci>" 13 in 24 pace*-- 23 ijs 4* poecs--" 4*1 to % iaj:cs-- Over 94 page*-- l to 9 coties Loch <025 .33 .43 ,00 ss 10 tv 09 eoftes Loch ?<L2n 2* 27 jO .75 100 tvV99 tvfirs Lock 30.17 25 2J .45 JO 10tH>or more Loch SU.17 25 ,33 .45 .70 Complete *ei oi Curran Study Topics (30 vol.) pJt Stock No. 012.17 All prices Mtown are -ulijcct to a 20 per rau tlixonm to National Siftiy Council member*. NATIONAL SAFETY COUNCIL 421 NORTH MICHIGAN AVI. CHICAGO 11. ILL. |r0l*W.* 24 157 I JRRENT SAFETY TOPICS Volume 24 PULP AF<^ PAPER INDUSTRY Transactions of the 4.1th Xationml Safetg Congress (October 21-25,1957, Chicago, HU oey comnatmonae safety 425 N. MICHIGAN AVENUE. CHICAGO 11, CONTENTS Safety Is a State of Mind.. Accident Investigation . Rex Paxton 5 . .Harold A. Seward 8 Accident Investigation . . .Patrick J, Reilly 9 The Rote of the Trade Association in Industrial Safety ... Thomas Clcland 12 Chemical Hazards of Alkaline Pulp Liquor Making . looker P. Bunch 17 Chemical Hazards of Pulp Bleaching.... ... 19 Inspections--Responsibility--Training, . .Sheiman T. Marker 21 Safety and the Foreman.. ` , .Alex T. Wilson 26 Eye Screening Programs in Industry .Or. Don Marshall 28 What Good Vision Can Mean to Industry Karl F. Simpson, Jr. 33 Hazards of 110 and 220 Voltage in industrial Operations. . Howard A- Brown 36 Training to Control Unsafe Acts . .Neil Nelson 40 Insulating t Roofing (Round Table Discussion Report) 43 JOINT SESSION WITH THE WOOD PRODUCTS SECTION Rehabilitation In Ontario, Canada. Dr. Brae* H. Voung 46 Safety Training for Rre Protection Foresters John F. Shanltltn 50 How To Set up an Industry Safety Training Conference .. W.C Creel 56 Promoting Woods Safety. Officer* . . , ,J. Kenneth Pcerce 58 61 LEARNING TO LIVE . . . Learning to live--safely--was (he drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress, These people gathered to exchange the latest ideas in safe attitudes, safe methods and sale equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live; work, and play safely. This was the reason the National Safety Council was rrganized less than half a century ago. a lime when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age wluclt is bringing the continents closer and ha made the earth * smaller world. And now man anticipates intcr*space travel Through science and technolog)*, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These; ia addition to the everyday hazards of life; occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various rieftfs of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations oi Congress speeches and exchanges of ideas- Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council hies. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE PULP AND PAPER SECTION nis volume is a record of the sessions held at the 1957 National Safety xigross by the Pulp and Paper Section. The conduct of these Congress ssions each year u only one of the many cooperative activities which the iilp and Paper Section carries on in behalf of its members, and for the refit of accident prevention work in the pulp and paper industry generally, ic Section gives guidance in the preparation of a great variety of technical id educational material useful in the day-to-day safety programs of pulp id paper plants. The activities of the Section are under the direction of its volume. i SAFETY IS A STATE OF MIND by REX PAXTON director, public relations, Sutherland Paper co., Kalamazoo, Mich. In Public Relations we try to produce a state of mind for a product, an idea or a person. In the case of safety it's an idea. When we accomplish this the end result is agreement and acceptance of our safety programs. When our ideas are accepted our publics are "with us**. And when people ire with you they follow you because they understand and believe that their best inter ests are safe with you. When untrained men are suddenly com mitted to full combat, this unskilled unit will lose approximately one-third of its men --rapidty. But. the remaining two-thirds will not only live--but will survive combat after combat. Why? Because of a stale of mind. Be cause of an attitude of mtnd that influences these men and convinces them beyond every possible doubt that they must do certain things---and avoid doing other things--*a they may stay alive in combat. Instinctively they conduct themselves to avoid becoming involved in any harmful situation. They survive because they no not panic when the unexpected occurs. They survive because they think think safety. Someday in your own plant, you win go a full 365 days without a single disabling injury. This will occur when everyone in vour employ lives up to what we know will create this ideal situation. This will happen when we get our people really safety* conditioned COMMUNICATIONS--ANSWER FOR SAFETY Public relations is simply communicating deserved respect. All that we do and say is dedicated to the preservation and perpetua tion of human life. What could possibly deserve more respect than this great human itarian endeavor? We do not necessarily have to work harder in our safety programs. But we must work smarter, more skillfully, aod more professionally to communicate this state of mind toward safety. Here in the United States, we have the most efficient elaborate machinery in the world for communication. Yet. communication remains our greatest problem and the world's greatest problem. We must deliver our impressions daily, like newspapers, to the mental doorsteps of our people. We can never accomplish this until our employees are on our safety team. This team-spirit is the answer to our safety problems. Our problem is communicating the right ideas at the right time. You know the right thing at the wrong time becomes the wrong thing. Timing is just as important m our work as it is to humorous speaker, or a television comedian. In our study and bril liant march of progress in America we have passed through four age* communica tions : t, Tlie age of silence. , The age of half-way communication. 3. The age of one-way communication. 4, The age of two-way communication. In the first age. business said absolutely nothing to its publics or its employees. Its business was its business and not the public's. In the second age they began to speak softly and to undertake a token, or half-way communication: Businessmen found that it paid handsome dividends to tell people a little something about its affairs. Next, it tried the one-way communica tion. Business then found that the more people knew about its company, its em ployees. its products, and its policies, the more they wanted to do business with it Today we are in the fourth age--the two way communication stage, when we not only speak but listen. If you want to know what your public is thinking it pays to listen. This two-way communication is not neces sarily a new dimension for safety experts. But it is an area we can use to far greater advantage. When we speak, is anybody listening ? Are we getting through? Here is the key ta our success in safety work. Our people S 19ST National Safely Congress must not only hear what we say, they must ileeept what we sav and agree unlit us. What's the secret of influencing people? f believe it is from the standpoint of tvhat interests them. In 1956, 95.000persons died accidentally tn this country, and another 9,500,000 were injured. Total casualties? 9395,000! The state of mind toward accidents in this country mut change. STATE OF MIND IS CHANGING It is changing. There's positive proof in the steel mills, which have done a magnif icent job. But conditions weren't always as ofe in ihe Steel industry. In the early days, the injury and death rates were appalling until Stewart Holbrook wrote that the best location for an undertaker's establishment was near the exit of the steet milt properties in Gary, Indiana. The steel industry then look safety to heart and did something about it. Now, steel enjoys a rate of only .1 S3. This is most convincing compared with other Industrie*. The fluid milk plant tor example is six times more dangerous than a steel milt. Perhaps the little lad from the south was thinking about safety whoi h* got hi* fir* lob in a big defense plant where hazards were numerous. He was quite confused and had to do something, so he painted a sign and pinned It to his shirt. The sign read "In case of accident di$ rear Johnny Jones,M Accidents never just happen. They are censed. An accident not only affects the individuals involved, but the company, and many others involved in reclaiming mer chandise. In creating and perfecting our safety programs we can never operate a "closed mind" shop--anything wc do now can and will be improved. There is always a better wav? Our greatest need is new ideas for safely. Nothing is as powerful as an idea whoe time has come. ofsty-consciousness mut be invested with sovereignty.. You recall when Cacscr landed in North Africa, he ordered his troops to burn their hip*. Then he told his warriors if they c\cr expected to return home and see their wives and children again it would be in the enemies ships. He created a state of mind so intense, *o dynamic that the safety of 6 their very lives depended upon accomplish ing certain things, without failure. His communications were direct and his audience listened and were determined to do what he asked. The airlines have taught ail of us an im pressive lesson in safety work. In the begin ning their No. 1 problem was to overcome fear in passengers. Their job was to com municate safety. Fortunately, they recog nized that this was their No. I problem. And they have solved it through the channel of communication. Good public relations and the science of communication mtelligently applied by the airlines have solved this fear and created a state of mind in their passengers giving them a sense of security and safety. "GET THROUGH" TO PEOPLE We are striving toward a vital goal--in fluencing a state of mind--for SAFETY. WVaccompItsh this only as we "get through" to our peopte. You know it doesn't matter how good our safety programs are if peopte do not think they are good, tc is what people think that counts. No company can survive without a good v>fty program and a capable safety execu tive. The people now expect this. Safety is a vital part of our code of ethics--a must in our obligation to our way of life here in America. Management must be sold on the need for safely, to encourage employees to par ticipate in sound safety practices. This is a continuing job. It cannot be turned on and off like water. Our job is to convince every individual in our employ that it is to his best interest to be careful, to think afety. The time to duck an accident is before it happens. A good safety program goes to work before accidents happen. I don't know of a more effective highway safety sign for example than the one on the side of a Police Patrol Car. The state of mind produced by the patrol car is one of caution ami alertness that makes one think and act before an accident happens. He slows down his speed and becomes thoughtfully cautious. ! believe the day is nearer than we think when public sentiment itself will be so powerful that aeddgnts on the highways, in the homes, and in the factories, will grow Pulp and Paper Industry less and less. I came to this conclusion when ( read the Safety Council's prediction that the second million would be killed in traffic accidents in about 12 years at the present rate. Most accidents are caused by pre-occupa tion, wrong general attitudes, or ignorance of the basic safety rules Often a man's mind is not on what he is doing. He's preoccupied by home troub les or other things and becomes careless. We cannot go into the homes of every one of our employees and see that peace and tranquility prevails. We can't hang oa every wall the beautiful sentiment "Home Sweet Home." But we can and must conceive neat ways of changing the thinking of our careless employees. And when you change the thinking of an individual you change everything. This can be done. It is being <k>oe. Last year General Motors enjoyed its best safety record. Fully 99.J per cent of its 500.000 employees in the United States and Canada lost not a single day--not a ungle hour--because of occupational illness or on the job injury. Accepting the award Harlow K. Curtice, President of General Motors said his organiratioo spent $30,000. 000 a year on accident prevention and health insurance. Curtice said "the outstanding performance of G.M. in 1936 is a real tribute to the co operative efforts of all G.M. employees, and the members of supervision who guide them in applying safe working habits in their laily jobs." Top management is the golden key to the whole safety structure. Oddly enough they often have been the most difficult to convince of the need for positive action in safety work. Top management must not only finance but actively give their moral and oral support to this important segment of industries' responsibility. A NEW DAY IN SAFETY IS DAWNING Man's ambition to improve himself is the basic force which established our highly satisfactory- way of life. This is the place where almost everyone in the world would come if he could. Here in America our freedom of thought and action has brought to fight many useful wonders in this age of miracles. Wc must match these miracle* of modern times with miracles of safety habits. Think of the miracles in the engineering and construction field. One of the most dramatic buildings in America is the new Prudential building in Chicago. The Pru dential had to purchase air rights from Illinois Central Railroad to build this mod ern structure. ' The marvels of Univac and other ingenious creations of man stagger the imagination. These--and thousands of other reasons ex plain why we cannot be satisfied with safety standards, precautions and records that are outmoded. What is good enough today is not good enough for tomorrow. You, as key men in safety programming, are the ''radar." You must see what could happen, and then see that it doesn't happen. You guide the men under your command. You are the top echelon of safety in America. You are the leaders. And the hardest part of being a leader is to keep, on being a leader. But as leaders you know that the price of safety--tike the price of peace--is eternal vigilance A new day is dawning. There is much to encourage us that the state of mind for safety is changing. I was riding on a train an* day Detroit. Tt was bread daylight, the weather was perfect, but a man driving hi* car didn't see the engine and hit it squarely in the middle. Fortunately he was 'not killed. You say what's strange about this? There were about 200 to 300 people on this train and no one felt sorry for that man. Rather the feeling was one of im patience and even disgust l heard these remarks "I have no sym pathy for anyone who will do this in broad daylight" .Another person said "I can't feel vorry for him." This man through his care lessness had interrupted the plans of all of these people and they didn't like it. What he did was unnecessary. That's the key. There is the awakening attitude. There is indeed power in this state of mind. Safety executives who really get things done know when they change the thinking, the attitude toward safety, they accomplish amazing results, like the steel industry. Here's proof that a new day in safety is dawning. The accident rate in 1956 was nearly 40 per rant tower than the five year 19ST Notional Softly Congress period of 1906--1912--or 60,000 fewer per sons died in 1956 than would have been killed at the old rate m the period just men tioned. And the National Safety Council ts responsible for this greet contribution to the saving of human life. Once the wholfc known world was ruled by Caesar. Sian lived but to please Caesar. Then came a light out of the East. A man came out of Galilee preaching the philosophy "do unto others." When we can, in our safety crusade create this philosophy, this state of mind "do unto others as ye would that they should do unto you," we shall have reached that exalted state of mind when we think, not in terms of accident reduction, but in terms of NO ACCIDENTS AT .\LLA ACCIDENT INVESTIGATION by HAROLD A. SEWARD secretary-treasurer, Lehigh Valley safety council, Bethlehem, Pa. In the safety movement there are people who know how* to investigate accidents and those who don't. In fact, there are four classes of people in the safety movement as far as accident investigation is concerned: 1--Those who know how and who know that they know bow---they generally use accident investigation to good advantage. 2--Those who do not know how and know that they do not know how--they are gen erally eager to learn, do learn, and do some thing about it. 5--'Those who know how and do not know that they* know how--they generally are not in a position to follow through with their knowledge. .)--Those who do not know* how and do not even know that they don't knowr how --this is the group that is referred to as hopeless, although they stilt can be shown and cm profit from the explanation. Accident investigation can be used as a marvelous tool in the safety program--a red* tool to help in the prevention of acci dents. There are five parts to a complete accident investigation: the Facts (the in vestigation itself), the Report, the Analyms. the Recommendation, and the FollowThrough. In the general safety program, before we can do anything, we must first find out what our problem is. that go on to solve it. We first find the Facts. Then we add the Analy ses. then we make our Plans, then we put 8 our plans into Execution. We should then get what we are trying to achieve: Acci dent Prevention. Here we have a formula: Facts plus Analyses plus Plans plus Execution equals Accident Prevention. Sometimes we do not get true Accident Prevention. Sometimes we have done some thing wrong and the result does not reduce our accidents, does not cut down on the number of accidents, does not bring us true Accident Prevention. Then we must go back and start over, review our efforts, re-plan and execute again--then, we should get real accident prevention. Since the safety pro gram is no good unless it is continuous, this must be done continuously; we must con stantly check the results of our program. We might say this is costly. But in an accident prevention program, if it realty does prevent accidents, there is no cost, for safety is an investment, not a cost. The safety program is insurance. We never consider insurance a cost, but an investment which returns us handsome dividends. The five parts of accident investigation agree with the main parts oi the general safety program. Good accident investiga tion can aid the safety program and can help to produce accident prevention in a number of ways. First, consider bow we get the facts in the investigation: we must find the Who, What, When, Where. Why, and How. Then, we make the Report and here we find out the Scope and Degree of the accident. Pulp and Paper Industry Next we analyze the report. In the Anal ysis we should find the Remedy for this kind of accident This leads us to set up ways and means of preventing the recur rence oi this aeddent. Then we are doing Prevention work. Now, we come to the fourth part of our total acridmt investiga tion action: the Recommendations. Recommendations come in the three well known E's of safety: Engineering, Educa tion, Enforcement. The Recommendations may be just in Engineering, or just in one of the other two. They may be in a com bination of any two, or they may be in all three. But. the important thing is to make the proper Recommendations to cover the possibility of recurrence Since safety has only one goal, our Rec ommendations must aim at aeddent pre vention. Accident prevention is the one goal of any safety program. Safety has only this one goal. Up to now everything is fine. We are making a very fine aeddent investigation and we have carried it through the report analysis, and the recommendations. Every thing should work out all right now. How ever. in actual practice, it will never work out unless the fifth and vitally important step is taken. This is the Follow-Through step. Without this we have nothing but a paper record, nothing but good investiga tion but wc have no insurance against that accident's being caused again, no real aed dent prevention It is of utmost importance that top man agement be completely sold oo this FollowThrough and that each echelon of manage ment right on down to the last worker does Follow Through to insure real aeddent pre vention. There is no point whatsoever in investigating aeddent* if we do not warn to achieve aeddent prevention. To investigate for its own sake is rediailoui. To accumulate a lot of information that we are not going to use is bad and costly business. If we want our safety pro gram to be an investment and not a cost we will use our aeddent investigation pro cedures to bring about accident prevention and thus bring in the dividends which the investment should show. There is no use in taking the four steps in the accident investigation procedure if we are not going to give the Follow-Through every ounce of energy it should get in order to carry out the Recommendations so that through good Engineering. Education, and Enforcement we arrive at good Aeddent Prevention. If we go about our Aeddent Investiga tion in this manner, alt the effort and money we put into it will not be a COST, but truly an INVESTMENT that will pay us Handsome dividend* and lead us to real ACCIDENT PREVENTION. Jbt ACCIDENT INVESTIGATION by PATRICK J. REILLY labor relations representative. Si Regis Paper co^ Pittsburgh, Pa. I hope that what t have to say in this paper will contribute toward the solutions oi the problems in aeddent prevention--* solutions which involve the individual and the group which in effect includes all of us whether we be hourly or salaried, laborer or top management, union or non-union--for fundamentally aeddots have iso discriminatioiC They draw no boundary lines and hence they become the responsibility of all of us. Your superiors and mine know that their investment in the National Safety Congress I will in some way bring dividends to it and its employees by way of furthering the cam paign of aeddent prevention. We must all realize that this is bin another tool in the field of safety--granted, however, an im portant tool. For here we proclaim in spirit and in numbers the importance of collective partidpatios in and the recognition of ac tive safety programs and continued maardt in the fidd of aeddent prevention. The Congress should be the culmination of our endeavors in the fidd of aeddent prevention, not the beginning but rather the 9 19s/ National Safety Congress highlight of them. For the groundwork of safety should have been laid back in our individual plants, fust what is that ground* work and how is it put into effect? How is it motivated? To answer these questions I fee! that we must explore the meaning of a plant safety program--its. origination, its elements and its final objectives. OBJECT OF SAFETY PROGRAM The final objective of a good safety pro-* gram is obviously the easiest to answer--to read) the point where we are free not only from immediate accidents but free in spirit that we have done all we can to prevent future accident*. Probably the most important but yet the most difficult area to explore is the area of the elements of a good safety program. I think that the following elements arc the most reasonably accepted: 1. Top management recognition and leadership. 2. Assignment of and acceptance of responsibility by the officials directly given the task of putting that pro gram into effect. 5. Acceptance of individual, collective, and union responsibility for accident prevention. 4. Concentrated job training in so far a safety practices are concerned. 5 Maintenance of afe working condi tion*. k 6, Adequate rir*t-5ud and medical con veniences. Accident record system*. These elements are certainly not all-in clusive but they comprise the hard core of any safety program whether it be in a plant if 100 or 1,000 employees. - TOP MANAGEMENTS JOB First and foremost--top management rec ognition and leadership; secondly, the as signment of and acceptance of responsibility by the officials directly responsible for put ting a program into effect; and thirdly, the acceptance of individual, collective, and union responsibility. A short time ago the quiet serenity of a small town paper mill community was dis rupted tragically by the shocking news to its workers, their wives and 'childrat, that a death had occurred in the mill--an acci dental death--but nevertheless, a death. Jim Jones, a relatively new employee, was the victim. Upon investigation we find out the following: Top mairyement was shocked. Its chief official stated that only two months prior to the accident he had given permission for two hours a week to be spoil on covering accident prevention. He added that he al ways suspected it wa a waste of time and money and that he was talked into it against his better judgment. The personnel manager admitted that Jim Jones had not been given the usual indoc trination which includes the safety check list and that (here had been no follow-up with the employee and his foreman due to the pressure of other activities. Safety had been postponed. The foreman didn't have any time to give job instruction to Jim Jonts. After ail. he said, when the boys in the front office are putting production pressure on me, I just can't take time for job instruc tion--that has to wait until I can fit it in. If Jim Jones could give his excuse, he might say that he didn't realite the danger to which he exposed himself. This was the first time he had ever been around heavy machinery. He thought his particular action was a safe one. In most of the foregoing comments we have indicative evidence of the lack of at least some of the major element* of a good safety program. NO JOB INSTRUCTION The foreman under whom Jim .tone* worked hadn't given him job instruction which included safety instruction due to the pressure of production. He presumed that this could wait. This foreman, know ingly or not, violated the principle that instruction m the field of job knowledge and accident prevention most be a major port of the indoctrination of all new em ployees. He violated the principle that his was both an individual and collective re sponsibility in behalf of accident prevention. The absence of this responsibility immedi ately ruled out any chance of success for the safety program existing in this mill for its success rests in the hands of those oe 10 Pulp and Paper Industry the firing line. The most elaborate organi sation, the finest equipment, the best laid safety campaigns in the world, go down to ruin if supervision is unaware of its im mediate responsibility in safeguarding those under its jurisdiction. The acceptance of responsibility is ele vated to an even higher position if your plant happens to be unionized. Through organized labor we can find a medium which is not in the least reluctant to help spear head a good accident prevention program provided all of the other elements of that program are faithfully met--and those other elements rest in the hands of management whether it likes it or not. You onnot blame organized labor in cer tain plants for its cynical attitude toward a safety program if that attitude is. as is so unfortunately true, based upon the indiffer ence and lack of initiative of management. Don't let us necessarily take pride in the fact that wc may reward our unions or our individual employees either monetarily or otherwise for good safety records. Do we offer a reward to an individual for protect ing his own life? Rewards are gimmicks and gimmicks are sometimes necessary to keep the spark alive--but let us keep them in their own perspective. BEUEVE IN PREVENTION Top management told us upon our investi gation that, in effect, it had allotted two hours a week toward safety conferences. It told us that it had the best, insofar as the elements of medical care, accident record systems and accident maintenance programs were concerned. It also told us that much of this had been done against its better judg ment. Need I jay that top management, by making that statement, failed where failure is worst of alt--failed because it gave cognizance to, but apparently did not be lieve in. did not have faith in, the very thing it was endorsing. It might have been better il management had remained silent on the whole subject of accident prevention because then those in lesser roles of top management, namely those directly responsible for the activation of the safety program, those responsible for training, job instruction, and employee par ticipation might have dune their jobs more conscientiously, if they were ignorant of the indifferent attitude on the part of their top superior*. . By giving piecemeal acceptance to (he elements which we have outlined and thus to the whole system of accident prevention, the thinking of top management permeated through the logical channels usually fol lowed. Indifference, voluntarily or invol untarily. was assumed right down the line, rightfully or wrongfully. SAFETY PRODUCES EFFICIENCY 1* this a castigation of management inso far as the organization and effectiveness of a good safety program is concerned? Cer tainly not! Most of our companies in the Paper Industry are well aware of the sin cere faith which they must put into the creation of a corps of specialists to deal with accident prevention and not merely to let it rest on pious wishes. Top manage ment, as a whole, realizes that a good safety program not only produces efficiency'- but* also tliat that efficiency must include the safety program. It realizes that unnecessary harm to human life can be of itself morally evil and that any indifference to that conception cut only be accepted as moral guilt. I work for a company which has recognized its moral and practical responsibility for safeguarding its employees. And you, too, represent com panies which uphold the same philosophy in respect to accident prevention. We cannot emphasize enough the importance of having this philosophy impregnated in the mind of the rank and file employees at our indi vidual plants. . The three important spheres in our local plant safety program are its honest initia tion by top management, its activation and organization by secondary management and its acceptance and workability by the rank and file. It is in this latter sphere of the rank and file that we may be committing sins of omission by not utilizing one of the greatest weapon* we have to combat acci dents--namely, our labor unions. The unions want to participate actively because they, too. have the safety of their members sincerely at heart We might go to far as to say that if management is content to rest on its laurels, the day may not be loo far off when unionism, through its research and efforts, in the field of acci- 11 1957 National Safety Congress dent prevention, may weU be the larger contributor to the cause. Both management and tabor working hand in hand, reaching tor the same objectives, can scale any pin* nodes in the march toward an academies* nisaicc. ! fori certain tibt at best I have given von a rather tsgne concepriau of what exactly are the dements of a good safety ftrtfmm. in short, they hthdt all of those (tone* which go toward the of, the admanutranon of awd the acceptance of the program itself. I have tried to empha size the salient points, top management recognition and leadership, the responsibility of the individuals directly charged with carrying out the program, employee accept ance and responsibility, both mdfridoaf and collective, and job instruction. If we succeed, aad succeed we will. is the field of accident pccvaition. kt as dank Cod for it and eomptizmsit oar awn resourcefulness. Bat if we fail, let os blame no one but oartelva. A THE ROLE OF THE TRADE ASSOCIATION IN INDUSTRIAL SAFETY by THOMAS CltLAND director of Industrial relations, fibre Box Assn. & fibre Board Assn., Chicago During the past 30 years the science, the economics, (he culture of this country have been undergoing changes. These changes are coming so rapidly that we have become accustomed to change Such rapid changes of necessity bring problems. Our methods of living, of producing, of distributing, our social and political lives are changing so rapidly that it becomes obvious to the indi vidual that he can't handle all of this alone. litis is especially true of the manufac turers and business men. These men do not have the time nor the resources to cope with the problems brought about by these spin ning forces that are bringing these changes and so a new function or entity comes into being. This function is the trade association. It's an attempt to stay alive to the problems, to find solutions for them. Trade associa tions come into existence to do 'the things far the group which the group cannot do properly or effectively as individuals. SINGLE PURPOSE ASSOCIATION Today, for the purpose of this discussion I would like to divide associations into two general areas. We have the single purpose association and the multi-purpose associa tion. In the single purpose association as the name implies, a group of men, manufac turers, companies, units, get together to effect one purpose--to develop action along one line. We have an outstanding example of this in the knit paper industry in the South--a safety association. Here a group of companies, represented by their safety men. is carrying along a program devoted to improving the safety record of their industry. They are dong an outstanding job. represent the function and achievement of associations as weU as any that ever existed. There is always a reason for an associa tion. Some people get together to do group buying for the obvious advantage of volume purchase. Some groups are organized to bargain out a labor agreement with a union. Some group* form to do research on a project sharing th cost aad the results equally. But there is always a reason, a purpose which can be better served by group action. In the kraft paper mills safety associa tion there was a problem of safety. Two or three safety men were alarmed about it. State and federal authorities were not happy. So these few had a meeting, agreed 12 Half and Paper Industry i<> meet again and an association was bom. AU that was a long time ago and today that association's work stands out as one of the finest contribution* ooe group of men can make to another. These single purpose associations are not Mrictiy trade associations in the true sense of the word. The typical trade association is concerned with many things and safety might or might not be one of these activities. SAFETY IN TRADE ASSOCIATIONS Let's talk about what one of these typical trade association* might do H the directors of tiiat association should decide to take un safety. This puts us mto the every day problem of Ai Saltier who head* the small business and trade association department .*{ the Kational Safety Council. As safety men know most of industry's accidents occur in small componies. It is an obriously valuable notion to reach these itnall plants with a message on safety, through the medium of their trade associa tion. Tier* these companies have * manat! problem. They ftave identical equipment and operations, they have the same hazards and most important there is in existence a whole mine; a Urge mountain of experience locked up in the mind of the members of that xisociarion. This experience can be good, had, or indifferent, but it can be exploited by the associate which can bring it all together and focus it on the tingle problem of safety --the safety of that industry. The associa tion can become the rallying place, the unitizer; these members are association minded, they are accustomed to the associa tion. So there is the potential Sow. how best to exploit it * WHAT ASSOCIATIONS DO You gentlemen arc safety directors and safety engineers interested in achieving a perfect safety record for the mmpante* that employ you. Aad there is a most remarkable similarity between what yoa do (or your companies and who* an association man doe* for an industry. There is an even more remarkable wmtbrity between how yon do what you do tor yoor company and how that association nut doe* what he does for his avbutry let's look at that. For all of you there was nce a day when you were called a sad asked to take over the safety work of your company. In the natural course of evens you bad to know bow much there wee to it For all you knew, yoor fins might have been the safest place to work in the whole world. You didn't think so, but you couldn't prove it n you set out to discover the situation. You surveyed the problems. You dug into the records, the reports to the insur ance companies and the accident reports. Yarn tried so find oaS the .cop* of the prob lem. You wanted to find a path to follow. So a* you did for on* plant or one com pany so docs the association man. When he takes th* job he wants to know what size; what obstacle to progress, what record in the past. And he finds this out by investi gation, by survey. He doesn't know but what he might have the safest industry in the world. He would take odds that it wasn't but be doesn't know and so he finds out. He does this for 200 or 300 companies. Not that his job is any bigger because of the number bw< because he few to know about an industry what you have to know about your company. Where is it good? Where is it weak? Where can we improve? What are the problems which need im mediate attention? What kind of a pro gram can we begin? What form shall that program take? All of this based on what He has learned about the industry. RECORD REEFING First part of any successful safety pro gram is keeping record*. This is true in individual companies a* well as associations. You have to know where ron'rt been so you can go ahead n the future and see what progress you're waking and avoid repeating nhakts. So after w* have sur veyed we starr a pm*ram of keeping the record. You do k by Itpartwwut* m year plant*. We do it by pfam <o t*w association. You start ecrepetitico* between fcpaiaumti ba*d on the record. Association* nan competi tion between ptam* in the industry You give awards to the hparraitfNn We give awards to member*. So the association we- record* m enr thing of the none way that yen do. Yoor* are a lot more particular and more valuable to yon as a eonpany but we we them to 13 !9$7 Rational Safety Congress get impetus, to get attention, to isolate the danger spots, to get the history of safety, to give it the kiwi of clinical attention a doctor gives a problem. Another area where associations do about the same as you do is in safety meetings. You have safety meetings in your depart ments, in your plants--\our committees, your five-minute, stand-up meetings conducted by your foremen, your meetings with your fore men. Why these safety meetings? You say meetings engender interest in safety. They* maintain a consciousness of safety. They develop the interest in safety ihat's necessary. They develop an atmos phere of safety, sharpen the instinct for safety. They show the employee that you're interested in safety. They give an oppor tunity to assess blame, to investigate sug gestions, make improvements. It can be said that safety meetings are the best pos sible demonstration of an active safety pro gram. What you say about safety meetings in your plant I say about safety meetings in association work. We wont to engender interest. You have had supervisor* or super intendents who didn't care about safety. Mho might even have said, "All that jafety guy wants to do is build up his job." They have a negative attitude and somebody has to make a Christian of them before a sav age accident teaches them the hard way. So ui a safety meeting this reluctant one gets a chance to talk to his own kind of people. Other superintendents or foremen and he hears from them. He gets their opinion based on their experience and the others heip you make him * convert. ASSOCIATION SAFETY GROUPS So it is with association safety meetings. We have members who don't wish to be bothered, who are sure the safety man is trying to build up a Urge job for himself. But in a meeting he meets his own kind, he talks to them ami soon he is coming round. Without meetings this is not going to hap pen, Meetings held at regularly spaced intervals cm the part of (he association en gender the interest in safety in an industry as they do in a plant. Here members are discussing how to im prove their records, what programs are fol lowed with regard to safety shoe*, eye pro- 14 tection, responsibility and investigation, everyone speaks up- This shows the mem bers that the association is interested in the problem and is willing to help. Just as safety meetings are the best possible demon stration of your interest in safety to your employees, so our safety meetings perform the same function for us as far as our members are concerned. There is one angle of these safety meet ings where you men bolding meetings m your plants have something of an edge on the safety matt who works for an associa tion. Your* are usually fairly willing audi ences. They work there and they've been in the habit for some time. And there is an obligation to go which can be backed ujby authority if that becomes necessary. DIFFICULTY PROMOTING INTEREST Association meetings are not like this. We get the meeting set up, the agenda ainteresting as we can make it We call on volunteers until they are ready to hide when they see us coming; we get out notices for the meetings; we follow the notices with reminders: we plead and cajole and get as near to the line of bang pests as we can and too often we don't get the siac crowd we like. Size is not important, ft's just that it is used as a measure oi interest- When you have an industry made up of n great number of small employers, thc> don't have full-time safety iml The s*fet> man wears many hats. He's labor, person nel, purchasing, expediting, safety. For this man to leave that plant for a day or two devoted entirely to safety is sometimes a little bit of a problem. And it's one that contributes to the frustration of being a safely man lor an association. To this time ! have mentioned the many areas where our jobs scan to be similar. VVe have surveys, records, and meetings. I mentioned ariier the gimmicks that safety men use to increase or retain safety con sciousness on the part of the employees in a plant and, of course, we are always seeking the same thing. fn this area we are presently working on a program which we hope will accomplish this end--lo improve the safety conscious ness of the particular plants we serve and also to identify the association with the effort being put forth on behalf of safety Paly and Paper Industry in our particular industry. VVe hope to accomplish this with safety posters. Now everyone knows that posters are only a small part of an overall safety program. Someone once said about five per cent. That's what we are trying to do with this poster program. It shows the safety men in our industry that we are trying to do a job and hope that they will identify them selves with our efforts and all to the end of achieving a safer industry. IDENTIFICATION IN FOSTERS There is another area of effort where we Out there is an area here for association activity that first can heip accomplish that live per cent and second can show the members of the association that something is being done. Again we depend upon iden tification. We have senes of posters which tarry a general safety message backed up are both concerned. As safety men we know how hopeless our job is unless we have the interest and support of top management. And we have this job in common. Just as the top management of your company is your employer so this same top management is our employer. by pictures of our machinery. If we have ,1 poster on falls we have the guy falling NEED MANAGEMENTS SUPPORT over something that you find in one of our There is a targe difference in the actual (flints. employer--employee relationship. And (his On safety shoes we have his foot being difference enables you to help the trade as injured by something which might injure sociation safety man and U also enables the hit foot in our plants. Oq specific hazards we have our specific machinery. We also include on these poster* some statistical information concerning our industry. Wc tell how many accidents w< have had of a particular type. Wc want the safety people in our plants and the employees in those plants to identify themselves with the effort we are making in the direction of industrial safety. We want their ideas for poster*. There's another point about these trade association man to be of assistance to you. You want his interest in the plant or company and we want it as a member of an association, as a dues-paying member of an association. If your top management is interested in seeing the trade associations have a safety* program then the association will have a safety program and if the top management has no interest then the asso ciation safety program will never get off (he ground. potter*. We have many maH employer* who pay small attention to safety and we like the idea of this type of plant using posters. When they put a poster up on their wall they arc declaring themselves as in favor of safety and their action had better suit the words or someone will be pointing a finger at the powers. Advertising is usu ally followed by action and action is what wc are seeking. The safety men of an industry have an obligation to tell their top management about the value of the association program, the ways in which this program enables you to to your job better. And if you think, or sincerely feel that you don't need an asso ciation activity then you should tell him that So use having an as*octatton working away at something like safety if the safety men bi the industry don't feel it has any value. The "how" of getting top management's ENCOURAGING SAFE ATMOSPHERE interest is a most fascinating topic How We have hopes that these posters will bring about an identification. One of the wonder* of human nature is this instinct for identification. The men in your plants identify you with safety efforts. Yon arc the constant reminder to them of safety. You seek to engender an atmosphere of safety. And the efforts yoa pat forth along this line are in the direction of getting the employees, the foremen, the superintendents to identify themselves with your efforts. is it done? As many top managements as there arc so there are ways of getting their interest. It is an individual thing As an association we are using costs. This is not to imply that top management U a group of heartless inhuman people But only that w* ate absolutely sure (hat they are inter ested in costs. In these past two years many industries have been caught in something called the cost-price squeeze Sated simply, the costs 15 1957 National Safety Congress of doing business have skyrocketed and die so interesting that in two years that com prices have staggered. And when this un pany had die best safety record in our in happy circumstance prevails for any length dustry. Now that company president wasn't of time you have this squeeze. COST-PRICE SQUEEZE interested in achieving the best safety record in our industry. He was interested in dol lars and cents of cost. Since industry is operating in a sharply competitive atmosphere, not much is ex pected in the way of price relief and so eyes turn to costs, how to reduce costs. You know the savings possible in accident prevention. And so at this time, perhaps as at no other time we have a wonderful op portunity to pitch our message on behalf of safety. This is what a trade association can do for the safety men in his industry to keep this message before the top management How well we do it depends oo opportunity and timing, because if the boss is interested in safety, we're on our way to the ultimate goal we alt seek. That goal is safety; fac tories. mines and plants where people are not hurt, where there are no accidents. Too many times leaders of industry are absolutely sure that they have gone as far as they could with cost reduction, that there are no more comers to be cut, that the reasons for these increasing costs arc to be found in forces far removed from the every day business life and that they can do little except shield themselves from the blows and buffets that are coming upon them from all directions. DO THE "IMFOSSlilE" This axes the imagination and challenges belief. Imagine a country where there are no industrial accidents 1 This is an age where the impossible things are being done. You could get a lot of people who would absolutely swear that no one would ever climb Mt. Everest But some fellows didn't believe those people. They climbed it. CUT ACCIDENTS---CUT COSTS There are many leaders of industry who overlook obvious matters when it comes to matters of cost One of these is the money For those industries where the record has been good, where it started way up high in frequency rates and has come way down there is a worry. They are concerned with the thought that perhaps they can't get any to be saved by a program of accident pre vention. The tasks of an association man are to tell top management this story--to get them to took into their own operations with more scrutiny, to assess blame for these costs and to indict managers and su perintendents where this U necessary. This placing the blame is a function of top man agement. safer, that the ultimate has been reached For those industries I would leave this message. The name Wliirtaway is familiar to all of us, that wonderfully game thoroughbred that thrilled the racing fans of our nation some years ago. You remember his in credible runs in the stretch, how his jockey would take him way outside on the outer One of our company presidents had an idea for assessing blame. He had his safety man draw a bar chart showing on the right- hand side the location of the plants and then nil, and then head him for the wire. With his long golden tail flying out behind him he would pass the other horses as though they were standing still. a line made of dollar signs going out to the right-hand side. There on the chart he had the cost of accidents assigned to each plant-* So when you think you are as safe as you're likely to be--as safe as possible-- remember Whirlaway with his golden tail flying in the afternoon sun as he headed On the bottom of each chart there waa a for home. This magnificent horse always little note from the company president ran thal--long--last--quarter mile of the "Isn't this an interesting chart." It was race faster than he ran the first A, 1* CHEMICAL HAZARDS OF ALKALINE PULP LIQUOR MAKING by BOOKER P. BUNCH technical assistant to the Production manager, Chilllcotha div., Tha Mead corp^ Chilllcothe, Ohio Compared to many industries; the chemical industry has a most commendable safety record It is not because of the inherent nature of the industry, for the manufacture of chemicals presents hazards comparable to any manufacturing proems. Rather it is because, a an industry; the chemical group is extremely nitty minded and goes to great lengths to acquaint Its onployees with the nature of the product they are processing and of the potential dangers in volved in improper of materials. Alkaline pulping is sort of a first cwnin to the chemical industry, for it involves the processing and handling of a variety of chemicals. And the success of oar industry, like that of the chemical industry, is cer tainly dependent oo the awareness of oar employees to the nature of the materials with which they are dealing. The major chemical operation m any alkaline pulp mill is the preparation of the cooking chemical. This paper win deal only with the hazards m the rt-qwddriag an and will not encompass the entire bqoor cycle. CAUSTIC SODA HAZARDS In the liquor matring phm we are nan mg calcined lime with soda ash to prodoce caustic soda, known cheodeaSy aa smSmm hydroxide. Sodium hydroxide ia a strong alkali and active chonicalfy. TW prinripnl hazard tint exists is coasaet of the sloe or eyes with* caustic soda. Other dhseial hazards are time burns doe to fine chan slaking hi perspiration oo the slrin. and dermatitis due to fame md/at soda ash. Before we talk of safety pcec--ficus, pro tective clothing, and muipnut h* the reeaustidang area, let's take a closer loC* at the product we are making and become familiar with a few facts about it. In most re-caustidring plants, a solution of caustic soda has an amber color, a smooth soapy feeling, and a bitter taste: In all phases of the operation the temperature of the solu tion is dose to the boding point. In contact with the skin it ran produce serious bums which usually heal slowly unless given prompt attentioo. Caustic soda docs set, however, give aay warning by a hnming or stinging sensation at the onset as one might expect. The por tion of the skbs in contact with caustic can be severely damaged or literally "eaten away" before one b aware of it Caustic is particularly damaging to the eyes. The use of safety goggles, therefore; cannot be stressed too strongly when handling caustic: Let's go over a little fundamental first aid for caustic burns: I. Immediate attention is necessary. Even the smallest delay increases the severity of the burn. I The effected area should be flushed with large quantities of fresh water. , This action as of prime importance-- in case of eye injury it should be mnrinorrf for IS minutes; Dee to the beat Ebcrated when caustic solutions are dthxed slightly, sponging or blot ting the area with damp cloths or the fifce may actually increase the seriousness of the buna. A Never attempt to remove or pul! away the injured tissue; especially around the eyes. A Report to the plant hospital--any bom can become serious. USE OF NEUTRAUZaS Many companies rccowmod the use of chemkal neutrafizing agents; which, in the rase of alkalies, would be weak arid solu tions. such as, acetic add, vinegar or boric arid. At our plant we leave this phase of treatment to the discretion of the plant nurse or phyridaa sod peneribe that first aid in 17 19S7 Afatiotml Safety Congress Use field be Halted to irrigating the effected area with larte amounts of water only. AH areas where caustic is handled should be equipped with safety showers. These showers should be fitted with a quick open ing valve operated by a pull chain or foot pedal. The shower should be operated from time to time to make sure it is in working condition. At oar plant at OiilBcothc we have two such safety showers, ooe in the re-caustitizinf area near the slaker, the other on the chargi&ff fioor of the digester room. Signs should designate the location of the safety shower, for while the operator certainly knows its location and purpose; newcomers in the area, such as maintenance and clean-up men, may not. Lime is one of the raw materials used in producing caustic soda. It is usually fed into the reaction tank, called the slaker, in pebble form; however, dust to some degree is always present. The presence of lime dust can be discomforting and dangerous in several ways to the mill workers. When lime slakes in water it is an exothermic reaction, which is to say, the reactiqn creates beat as it progresses. KWARE UME OUST When lime dust comes in contact with those parts of the sldn that are moist from perspiration or other causes, the staking action occurs here just as it does in the reaction tank with water. Workers should thus wear tight fitting clothes, long sleeve shirts, gloves and a cap. Most lime uu- loaders at our plant wear the old fashioned red handkerchief around their neck for pro tection against the dust. A dust respirator is also standard equipment at our mill. In the slaker, where the dissolved smelt from the recovery furnace is reacted with calcined lime to produce caustic soda, the temperature is maintained dose to the bon ing point As mentioned before, considerable heat is liberated when the lime in the green liquor solution, and almost simul taneously heat is generated when the reac tion occurs between the great liquor (so dium carbonate) and the slaked lime (calcium hydroxide). In chemical terms we refer to this as hat reaction. The temperature in the slaker is usually controlled by regulating the tem perature of the green liquor solution going It to the slaker. The slaker will bod over from anyone of the following: L Unbalanced lime and/or gran liquor flow 2. Green liquor twnperaturc too high, and a remote possibility is: 3, Having the slaker agitator stop and thus having a localized concentration of lime. INTERLOCK TO STOP KXL-OVRS Because any unbalance between the green liquor flow and the time feed can cause a serious boil-over of the slaker. it is impor tant that these two be interlocked. We ex perienced a serious situation because this was not done at Chillicothe. The green liquor pump kicked out, but the lime feeder continued to pour lime Into the slaker until the slaking action became so violent the mix ture blew bade up the feed slot spraying the surrounding area with hot calcium hydrox ide.* Because the possibility of the slaker boil ing over is ever presort, the area around and under It should be posted to indicate the hazard. I consider this the most baz- ardous area in the re-caurtidzmg plant From the slaker the mixture flows into caustiazers, which are relatively small tanks that provide retention time for the causticiiing reaction to reach equilibrium. Because of the scale forming tendency of the mix ture at this point of the operation in dosed pipe lines, open troughs or slotted pipes are usually used to convey the material from one caustidzer to the other. Here the danger of spills or splatter is also ever present and guards and appropriate signs are recommended. PROTECTION AGAINST CAUSTIC SODA From the eaustidzers the chemical mix ture is pimped into a darifier, which is a large tank that separates the caustic solu tion from the calcium carbonate precipitate that ts settled, concentrated, and pimped from die bottom of the unit. Operation at this unit is usually trouble free; with the major hazard being drips from leaks in the piping and tank connections. Operators in the caustidzing area soon beam* aware of the fact that caustic soda attacks. wool and leather rather seriously. The recommended apparel is therefore rub Pulp and Paper Industry ber shoes and cotton clothing. A wide brim hat is also recommended to protect the neck and face from Overhead leaks. Safety goggles and gloves are a must and should be worn by repairmen who work on equip ment in the area. Before repairmen start work m the caus tidzing area, the supervisor should make sure that all persons involved are aware of the hazard that caustic Hquor presorts. The foreman should never assume that everyone knows the danger involved. Tanks should be thoroughly flushed before workmen enter, and pipe connections should be broken with considerable caution, even though the lines have been drained. When work has to be dooe in a tank, the main control device for any agitator should be tagged or locked out and tagged: and any employees going into the tank should wear a life line or rescue harness. Workers should be instructed to cheek their clothing for signs of caustic attack after they have completed their work. All extension cords used in tanks should hast rubber insulation or some other material not subject to caustic attack. LIQUOR SAMPLING HAZARD The securing of liquor samples by the operator may present a constant hazard. Lines an become plugged and thus splash and spurt when they are purged. We have overcome this hazard to a targe degree by piping all liquid sample lines into the con- trol room and allowing them to run con tinuously. Green liquor, white liquor and weak liquor are each piped through insulated three-fourth Inch lines into the control room. The drain from the sample sink into which these lines discharge goes into the third caustidzer and the flow is small enough that no measurable difference in the product Hquor on be detected by returning the sample liquor to the system at this point The sample sink is hooded, or rather en closed, by a removable metal box affair with a small four inch by twelve inch open ing in the front for securing a sample. As all caustic plant operators know, St is a struggle to maintain a neat appearing plant Caustic liquor, at most any measur able concentration, will attack paint How ever unless some painting program is under taken, new leaks cannot be told from old leaks that have been repaired. For that reason we have been most insistent that the caustic plant be kept well pointed Caustidzing plants should be surrounded by a concrete floor with an ample amount of drams. Caustic is extremely slippery usd should be immediately hosed away when leaks occur. Good housekeeping in this area should receive top priority. There ts an old saying that states "famil iarity breeds contempt"--I would like to recommend however, that we all become familiar with caustic, with the hope that in this case familiarity will breed respect.st CHEMICAL HAZARDS OF PULP BLEACHING svfcpvr., 0v., by rwxVrvsA V't'NoAx.n.rv^e-r* , sir-, Co., ytro^A Probably the most widely used and best known chemical in a paper mill bleach plant is chlorine. To say that this chemical alone creates numerous hazards is, I believe a most factual statement People is bleach plants will agree, 1 am sure In recent years our industry has added to this chemical hazard of bleach plants the ever increasing use of a chemical, chlorine dioxide, which brings on new problems. We shall discuss the chemical dangers of chlo- riae and chlorine -dioxide bleaching. Since the dangers of each do create some prob lems that are different and some that are common, we shall endeavor to discuss them separately and then together. Our most prevalent danger is the chlorine bleaching system is probably from the fumes of chlorine. This, predomtnentiy, come* from leaks in the lines. The gas is most irritating to the respiratory systou, hence someone in it will generally start coughing 19 1957 National Safety Congress and leave if the concentration does not be come too strong too fast. Watering eyes are also a wanting sign. These effects can be a blessing in that the man will leave the area before the con centration becomes * too strong. One part per million has been suggested as an ac ceptable concentration for continuous ex posure. An add type gas mask can be se cured to provide protection for concentra tions of about two per cent. However, long periods at this concentration can cause seri ous irritation. FINDING CHLORINE LEAKS Bad leaks can be quickly found in any liquid line by the formation of a greenish yellow frost that forms around the leak. Smaller teaks (the most common) cam be quickly found by shutting off the chlorine line, clearing the air in the building and then testing it, a section at a time by put ting ammonia hydroxide on a rag and pass ing it over the section to be tested. When a leak is crossed by the rag a white smoke will develop. Another precaution in working with chlo rine lines is never to shut off both ends of a line carrying liquid chlorine at the same time. This will, at times, cause an expan sion sufficient to rupture the line. Most modern plants have expansion chambers in the lines for just such emergencies. When our liquid chlorine enters the mix ing tank and caustic soda is added we then increase our problems. Caustic soda should never be handled without proper personal protective equipment, such as face shields, chemical goggles, gloves, aprons and boots. With proper ventilation no respiratory pro tection is necessary. However, in most cases this is hard to secure and a respirator is desirable. Wajer alooe will help remove caustic soda, but two per cent to five per cent solutions of acetic add should be kept readily avail able for use should anyone get caustic soda on bis skin or clothing. This solotioa should not be pot in the eyes, however. Use only water without medical approval. There is a good article on precautions in handling caustic soda is the September issue of "Occupational Hazards.* At our plant the bleach plant foreman of 15 years claims he can tdl what part of the system has developed a leak by the smell of the chlorine. Most of the time he is right, bid I would not recommend that this be used as the safest method for locating chlo rine leaks. Our foreman himself will oot rely on his nose alone. We now come to oar chlorine dioxide system where we are faced with sodium chlorine, sulphuric add. sulphur dioxide and air. Of these, the most dangerous is prob ably sodium chlorate. Most of oar men will respect the other chemicals, but the delayed action of sodium chlorate creates a severe hazard. This chemical in a liquid state is not as dangerous on a man's shoes or pants as it would be an hour or so later after it dries. The slightest spark, or, under most favor able conditions, extreme heat will set off a lira. Persons handling this material should wear rubber clothing that can be thoroughly washed after each use. We have, for demonstration purposes, dripped, not soaked, a pair of pants and shoes in this solution and let them dry for two hours. A dgarette touched to then caused them to bum so fast it almost caused an explosion. They were gone with out any ashes faster than we could time them with a stop watch. DANGERS OF SODIUM CHLORATE A pump used to pump this liquid was shut down for a couple of days. Tbe pack ing had a slight leak and enough sodium chlorate dried on the outside to cause the pump practically to explode after starting it. This was from the heat generated by the shaft turning the stuffing box. The most probable danger of sulphur dioxide is the inhaling of the fumes. How ever, its action is generally limited to the upper respiratory system, and if hs con centrations are kept low enough there is no irritation of the nose or throat. Fortun ately, for us. it is more toxic to vegetable than to animal life The most probable danger of salpfaaric aod would be face and body bums. How ever. it is irritating to the mucus mem branes and don as a liquid, or its ftones, and proper protective equipment most be worn. If water or moisture get to das chemical that is in an iron drum, hydrogen gas is formed and a fire hazard develops. Proper ventilation Is a must. 20 Pulp tind Paper Industry CHLORINE DIOXIDE--FLAMMABLE Before being dissolved in water, chlorine dioxide is most flammable. A piece of wood or a wad of grease in it will cause a fire. Chlorine dioxide is most corrosive (much worse than chlorine) and the possibility of teaks because of this must be engineered for and watched for. All chlorine dioxide generators must have a large hood and suitable exhaust fan, par ticularly if they are inside a building. AU generators I know will let some gas escape at times. In either type of chemical bteaching we have the danger of chemical burns to the skin or irritations to the respiratory system. Both types of bleaching create numerous chances for fire hazards. We should all remember that chantcals riff not always react the same w"ay nine out of 10 times, in that the container in which they are handled or the other chemi cals with which they may be mixed, on numerous occasions will create dangers en tirely foreign to the dangers crated by the chemical itself. HAVE GAS MASKS AVAILABLE Regardless of the type of system used tn your plant, there should be a good distri bution of gas masks that are checked at lout once a month, and the canisters re placed after each use or at least once a vsur. A written report of these inspections :* most desirable. A self-contained air mask such as the Scott Air Pack will allow a person to enter .train areas at times that the best gas mask rill now allow. Thought should be given in using these self-contained air masks that the gas or liquid in the area will not be dangerous to the skin. At the danger points emergency showers that turn themselves on when you walk in are a must. At some points an eye wash station may be desirable. Planned periodic drills for the possible dangers in your plant should be held so that each member of your bleach plant is famil iar with the dangers of his particular opera tion and knows what precautions to take. FIRST AID SUGGESTIONS 1 would like to mention First Aid treat ment that is generally known but oftoi for gotten when we are dealing with chemicals in pulp bleaching. In gassings always re move the man from the gassy atmosphere If you have oxygen breathing equipment, and all plants that have bleach plants should have one. then the equipment should be started at once. Remember it is always better to move the equipment to the man rather than to move the man to the equip ment. > In chemical sprays you would, naturally, immediately put the man under a shower, hut remember if the water is ice cold the shower should be brief and then hustle the man to some other place where he may continue his shower with warm water. White the man is under the shower he should havegpUI his clothing removed evm if it is necessary to cut it off. Chemicals stay in clothing long after they have been washed off the sidn. ' We must train our .bleach plant operators to keep their e>cs and mind on the opera tion of chemically bleaching pulp-A. INSPECTIONS--RESPONSIBILITY--TRAINING by SHERMAN T. MARKER safety engineer, Marsh it McLennan, Inc., New Vorti city One of the weaknesses in the accident prevention program of many industries is 'he feeling of management, or even the Srtctor of the accident prevention program, hat the inspection as conducted by the insurance engineer or inspector, or the safety committee suffices. Nothing could be farther from the truth. Basically, what I hope to cover in this taper is really nothing more than a part of 2i 1953 National Softly Congress our overall philosophy that the key people in our accident prevention work are the supervisors and that we do everything that possibly can be done to direct our help to that level of people. Before we get into that pact of the dis cussion, let us first revert to some academics as respects accident prevention. SOUND SASIC PHILOSOPHY I would presume that all organizations have developed a policy statement issued by management of the need and importance of accident prevention as it effects the profitable operation of the company. The policy statement or the program itself, some where includes in so many words, the fundamental principles of accident preven tion. The first of these principles is of course management's interest and participation; second, determination of accident facts-- the causes of accidents (unsafe persona! performances and unsafe physical condi tions) and third and last the necessary cor rective action. These three fundamental principles are the backbone of our accident prevention philosophy. Surprisingly, it is really re markable how so few people in accident prevention work have that knowledge and. of course, are not familar with their exist ence and naturally, therefore, do not apply them. ONLY INVESTIGATES ACCIDB4TS What we are concerned with in this dis cussion, however, applies to that second fundamental principle---determination of ac cident facts. In too many cases we have found that ta the application of this principle the safety man confines his activities to acci dent investigation. Actually, if you read the^many text books on the subject you wilt find that the second principle implies that investigation is the way we determine accident facts. Right here and now, la us be frank and state that accident investiga tion, aeddon reporting and a lot of other details created because of accidents, are not accident prevention in itself. Prevention is what we do before an acddoit occurs. Accident prevention could be defined as a process of recognising causes, accidents in the making, unsafe con ditions or unsafe practices and taking action to eliminate these conditions and practices before the accident occurs. Again I repeat, this all important activity should not be limited to the inspection of an insurance safety eigineer or inspector or the safety committee or other group. Ii should be a vital part of the activity of all persons in a supervisory capacity--plant management, department heads, superinten dents, as well as other supervisors and fore men. If a person knows what to look for ami where to look, it should not be difficult to do an effective job. Past accident history has given to us a wealth of material that helps to focus attention on important items Let us take a few minutes to consider the general subject of inspection for the purpose of detecting probable accident causes. WHAT INSPECTION MEANS Universally it is recommended that the responsibility for making inspections should be delegated by the plant superintendent to responsible people especially safety com mittees or members. But this does not mean that the plant superintendent should not make inspections or that the department head and other supervisory personnel should not make inspections. When responsibility is delegated, the manager should exercise control over the actions taken under the responsibility so delegated. This means that checking on the manager's part to assure satisfactory re sults is essential. The art of inspection can be divided into four different phases; t. The detection of what might be called obvious hazard*--the actual unsafe conditions which have been created either by the action of people or phys ical deterioration. These are the cor. ditioos, such as a wet Root or hose on floor which because of their existence, will cause an accident. 2. The detection of conditions which of themselves might not be the direct cause of an accident but which would be a contributory factor. For example, cleaning sky lights, soapy water spilled on floor, not mopped up, created an unsafe condition on the floor. 22 Fulp and Paper Industry 1 The detection of employee perform ances which are deviations from stand ard practices or established policy and therefore, in themselves wrong and imsaffc 4. The detection of employee perform ances which of themselves are not Hazardous but which create haxrads either directly or is a contributory maimer. Our past accident history will give us a great amount of information as to what to look for. But wc do not necessarily have to rely oa a history of accidents at a plant or department before doing a good job of inspection. Types OP ACCIDENT All accidents involving people can be classified by type into a relatively small number. There are 10 such classifications znd by considering each one separately, we ran do an effective job of anticipating probable accident causes. As you review each area of activity or the performance on individuals, consider each type of accident and ask yourself, "Is there anything about the building, ma chinery, equipment, tools, or other things that would cause a person to falL or is there anything that a person might do unless prop erly warned that would cause him to fall?" If each type of accident is considered in this fashion, the majority of probable acci dent causes can be readily anticipated. The 10 accident types and typical examples for each are: Falls (same level)--covers all cases where a person actually slips or falls oa floor, ramp or ground. Probable causes; Slipped and fell on wet floor. Tripped over hose to spray tank. Stepped on broken floor board in truck and fdL Cleaning skylights, stepped on soapy water and fell hitting mouth against walL Rope broke while lowering overhead door. Employee lost balance and fdL Wanting along railroad track and tripped on a railroad tie. Falls (different levd)--coven sQ cases where a person falls to a lower leveL Probable causes: Fell from step Udder. Hed aught oa a backless step which was wdl covered with snow. Fell off dock when he stepped hock after dosing box car door. Standing on 42 inch platform Udder, over-reached and Udder overturned. Fell into an open trench. Working on a scaffold 10 feet high. Plank in scaffold broke and em ployee fdL Struck by--cr vers impact where the motion is primarily that of the ob ject rather than that of the person. Probable causes; Bundle fell off end of conveyor and struck him on right knee. Was placing an empty pallet into posi tion. It dipped from his grasp and fell on his foot. Replacing rope and weights oa fire door. Weight fell on right foot. Hit oa top of head by bucket which slipped from co-workers hands. Class from safety award frame came loose and fell hitting back of neck. Using portable saw and it struck him on left leg. Using rope block and tackle to move car. Rope broke and block struck him on right leg. Struck Against-- covers impact cases when the motion Is primarily that of the person rather than the object. Probable causes: While cleaning machine struck head on vacuum line. Struck elbow against door frame. Hurrying out -of office and collided with another employee. Reached into locker and struck head against a new axe. Used a 12 inch length of pipe as a lever. Pipe slipped and right hand struck slitter knife. Caught in or between--covers non-im pact cases as squeezing, pinching or crushing between a moving and a sta tionary object Probable causes: Thumb was pinched betweg trip ham mer and frame of bundling ma chine when thumb slipped. Operator attempted to take a shingle off V belts on cutter. Thumb was caught between V belt and pulley. Left band caught in inking roll nip. 23 1957 National Safety Congress ' Pulp and Paper Industry Removing scrap from doctor blade aad thumb got caught between con veyor and blade. Hand caught between roller and looper bar while guiding sheet into looper. Bodily reaction of person--covers only non-impact carts where sprains, strains, and ruptures result from over-exertion, unsafe posture, sudden noise; fright and efforts to recover from slips and loss of balance. Probable causes: Bending cartons on the scored line, a strained muscle in side. Stepped on a pipe laying on the floor and sprained knee. Lifting a 100 pound bag of fibre and strained side. (Hernia) Wrenched back cleaning fire boxes. Attempted to lift a heavy sump pump alone and strained back. Helping push a tow motor which was stuck in soft area and strained back. Rubbed, abraded and penetrated--covers non-impact eases from handling mate rials, stepping or kneeling on sharp ob jects, foreign matter in eyes, over a period of time. Probable cause*: Stepped on a roofing nail that had been dropped on the floor. White moving a pallet a splinter en tered palm of hand. Scraped arm against cut edge oi bracing strap in box car. While walking down stairway with hand on wooden rail, received a targe splinter under thumbnail. Feeding rags from bale and a needle stuck in finger. A Contact with electric current-covers non-impact cases where shock or burn results from contact with live wires or conductors. Probable causes; Unplugging cable to dearie welder. Plug shorted out, burns on both ^ hands. Welding with wiring type goggles, received flash bum of eyes. Helping welders and did not wear welding goggles. Flash bum of eyes. Contact with extreme temperatures-- covers non-impact cases where injury is due to contact with Hot or cold surfaces, or liquids. Probable cause*: 24 Taking a plug out of screw conveyor to dtcck for presence of asphalt, asphalt which was in conveyor splashed out on hand. Mixing bucket with steam, hose came loose causing bum. Helping unstrip #2 defibrator, steam backed up and blew out of #t defibrator scalding left lower leg and foot. Cutting a piece of angle iron with a torch and a piece of hot metal went into his glove. Contact with caustics or toxic sub stances - covers non-impact cases where injury U due to inhalation, ingestion or absorption of substances. Probable causes: Mixing boiler compound. Solution boiled up into his face and eyes when steam was turned or. Filling tank with boiler water com pound and a drop of caustic soda . splashed into eye. Pulling paper through soda roll, paper tore causing soda to splash into eyes. PAST ACCIDENT CAUSES In addition to using accident types as a guide, we have the invaluable data (hat has been assembled from the investigation of past accidents in our plants. In this case there is no question of probability. These have been the causes of nuny past accident* of varying degrees of severity and will con tinue to produce accidents unless a more concerted effort is made to prevent their occurrence. In such cases, therefore, when a potenti ally serious situation is involved, we must check sufficiently to satisfy ourselves that the instructions arc being lived up to. In all of our inspection work, there are certain 'causes that we consider more irnportanr than others. The liability potential U greater and, therefore, they deserve preferred attention. Such cases should get the benefit of many random observations. When specific items are selected, it requires little effort during the course of a visit to a plant to make numerous spontaneous checks on these special items. A consideration of the past experience of your department or the experience of an individual operation will tell you which of deterioration, physical defects and many items are most important. If they on be unsafe conditions can be determined each controlled, the effect on the over-ail picture time an inspection is made. But as respects trill be substantial. the performance of people, single observa 1 Making inspection* and observations is im tions are usually not sufficient. portant but unless we follow through on the results of inspections, we have gained very NEED FOR MULTIPLE OISERVATIONS little. Our objective is to prevent accidents It is not safe to assume that instructions vnd to do this we must correct the eondi- are being followed or that an established (ions or eliminate the performance* that are policy is being adhered to unless we actually accidents in the making. witness the performance involved. , FOllOW UP ACTION A single check is not always sufficient. In many Cases, individuals deviate from It is not sufficient to correct the individual standard practice* only occasionally. Most when a deviation from standard practice is of the tune their performance is satisfactory observed. Wc want to prevent others front but every once in a while they take chances doing the same things. Observations and and do the things that cause trouble. 1 ' inspections at the best can be made only periodically and we must, therefore, try to cultivate safe working habits for every one. If physical hazards are observed the department head should have no difficulty getting the condition corrected But why Why do they do thing* wrong? An was the condition allowed to exist? Would answer to that question may often give a such cues not be a due as to the effective 1 due as to what most be done from other ness of the job being done by the plant angles. Insufficient instruction, or failure .mperintendent and/or the department head? to correct the individual on many other oc In fact, if the plant superintendent, depart casions or failing to appreciate the serious- ment head, foreman and employees are ' nest of what is being dcoe are some of the doing the job, the inspections made by out most common reasons given for taking un side engineer* should not disclose many necessary chances. violations. SPOT HAZARDS IEFORE ACCIDENTS Check inspections and the follow through This we know is practical because of the truth in the axiom that accident causes, unsafe conditions and unsafe performances to correct the unsatisfactory situations con stitute the heart of effective accident pre vention. The plant superintendent, depart ment heads and foremen are in the best can be observed many times on the average position to achieve racecss because the r- before an accident actually occurs. It is practical, therefore, to integrate inspections for accident causes into our normal work of methods of most value in getting results in accident prevention are analagous with the methods required for the control of ail other checking our operations. phases of plant operation. This U not an unreasonable or imprac tical suggestion because the causes of acci GUIDE FOR FlANT INSPECTIONS dents or the reasons for their existence are the same as the reasons for our operation ASPHALT ROOFING DEPARTMENT ft difficulties. Primarily it is failure to con I. Loose nails on floor. Ll trol employee performance. Accident* mean Z, Wet floor. waste, inefficiency and interference with 3. Failure to provide clearance for hands. m planned operation. They breed complaint*, 4. Poor grip on object. E dissatisfaction, poor morale and generally 5. Pipe railing used as a catwalk. I. poor employer-employee relations. j In the process of considering each area of I our plant from the gate, through plant, to our yards and bade again we can check for l existence of these unwanted conditions. 6. Not wearing proper clothing. 7. Carrying sharp knife in pocket. 8. Unnecessary haste. 9. Sharp edges on catch pans. C f ft A single observation is not necessarily sufficient in all cases to be assured that un safe practices lave not developed. Evidence 10. Deleoive ladder. II. Wearing wrong type of safety glasses. 12. In running nip not guarded. 25 195? National Safety Congress 13. Using hand tool improperly. 14. Poor hose connection. 15. Putting belt on white machine was in motion. 16. Nalls in old board not clinched. 17. Rolls not stacked properly. 18. Not looking where stepping. 19. Attempted to clean moving machinery. 20. Wearing ring while working. ASBESTOS MANUFACTURING 1. Using inexperienced help. 2. Lack of attention. 3. Did not watch where walking. 4. Poor teamwork. 5. Moving a heavy object without help. 6. Hose lines on floor. 7. Guard missing from ink wells. 8. Inadequate guard over nip. 9. Using hand instead of wooden stick. 10. Poor judgment. U. Not wearing protective equipment. FELT MILL 1. Reached through guard. 2. Defective equipment. 3. Poor teamwork. 4. Did not have proper footing. 5. Unnecessary baste. 6. Poor grip on material. 7. Failure to use proper equipment. MAINTENANCE 1. Not wearing welding goggles. 2. Improper position when lifting. 3. Improper type of goggles used. 4. Improper position on ladder. 5. Not waring protective equipment 6. Using lift truck for a working platform. 7. Over-reaching while on ladder. 8. Oil and grease spilled on floor. 9. Defective plug on welder. 10. Did not shut off power while working os switch. 11. Truck wheels not properly blocked. 12. Failure to watch where stepping, 13. Failure to provide clearance for fingers. 14. Using hammer with defective head. 15. Scaffold planking defective. 16. Rope sling not properly used. 17. Failure to use proper equipmoit 18. Poor judgment. SHIPPING AND WAREHOUSE 1. Skid standing on end. 2. Unnecessary haste. 3. Stacking too high and insecurely. 4. Failure to use proper equipment 5. Poor housekeeping. 6. Not watching when driving lift truck. 7. Trailer not parked properly . 8. Improper position when lifting. 9. Defective flooring in trailer. 10. Failure to sand icy surface. RECEIVING 1. Material not stacked property. 2. Using improper equipment 3. Adjusting rope while car puller was in motion. 4. Defective wooden rat! oa stairway. MOTOR FREIGHT 1. Improper positions when lifting. 2. Not wearing protective equipment 3- Not using available equipmat 4. Unnecessary haste. 5. Pouring gasoline into carburetor start motor-^ to SAFETY AND THE FOREMAN by ALEX Y. WILSON general foremen. The Rubcroid co,, Joliet. III. The foreman is the key man in safety in any operating establishment as he is in an important position to attain results in any acddent prevention program. Therefore, the most important phase* of safety the fore- 26 man has to dal with are PROCEDURES, HOUSEKEEPING and the INVESTIGATION OF ACCIDENTS, The program at The Rubcroid ax Joliet plant aider the direction of the plant safety ' Putp and Paper Industry director consists of participation of equal member* of rank and file workers and fore men. These people rotate every two months to give everyone the opportunity to serve and participate in the safety program. PROCEDURES AND ORGANIZATION The number of people on the safety com mittee of each department is governed by the sisc of the department: ours being irnall. (less than one hundred people) has only four members, two rank and file people and tvro foremen. The union appoints its people and the safety director appoints the foremen. This four man committee functions as the safety committee of the department for two months. The safety committees have a co-chairmen of foreman and workers who rotate each month, and are responsible for holding the meetings and keeping the min utes. In other words a worker will act as chairman one month and a foreman the following month. This committee holds a safety meeting one* a month to discuss and recommend the correction of 1. Housekeeping 2. Hazards 3. Unsafe Acts. During the month at least two member* of the committee (one worker and ooe fore man) make two complete inspections of the department to observe housekeeping, hazards and unsafe acts. If the inspection finds a guard is needed, or someone is doing some thing in an unafe manner the situation is remedied immediately if possible. This type of program is a grat help to the foreman. AH personnel are participating in the effort to prevent accidents, and the foreman is relieved to give more time to the productive functions of his group. Setting up definite safety procedures as well as operating procedures is very help ful. .Vs an illustration, we have posted at cadi machine the operating and safe proce dures to be followed at all times. Doing the job the safe way is just as important as operating the equipment in a manner to produce the most material. All foremen are interested in haring their personnel follow safe procedures, as it is important m attaining production efficiency. This was brought to my attention two years ago when I made a tour through a targe paper mill. This mill was working to achieve three million man hours without a lost time acci dent. and was well on its way, haring passed the two million man hour mark. The fore man who guided me through the plant was proud of the safety record, and pointed out various factors contributing to the preven tion of accidents in the milk In the machine room posted above ach machine was the production record of that machine. In ach instance the record was very high. My guide explained that the high production record was made during this campaign to achieve the three million man hour goal, Incidently, that plant worked 723 days, or 3,280,000 man hours without a tost time accident which definitely proves ADHERING TO SAFE PROCE DURES REALLY PAYS OFF. * HOUSEKEEPING Housekeeping is an important phase of acddent prevention that requires continuous attention by the foreman. When demand . for production increases there is a constant temptation to relax housekeeping rules. This was the cue in our plant this past summer. We became very busy, and were breaking in new help since many people were on vacation. The old alibi used by our supervisors was that they did not have the help to keep the place clean and orderly. However, that was not the reason for the poor housekeeping. The main reason was that the foremen were giving all thdr attention to production prob lems and not enough to planned housekeep ing methods. ' Planned housekeeping methods work well when closely supervised. On some of our operations the operators are not busy con tinually so we set up as part of their job the task of keeping their ara dean. At one ot our combining machines the Back-Tend ers at each end of the machine, who put largo rolls of saturated felt on the machine to keep it running continuously, are not al ways busy. Therefore, these men have tune and are assigned the task of keeping the machine room floor dean, and aectsnulated scrap picked up and placed in containers. In this way we keep our work area fairly clean and orderly, as everyone cooperates and does his part. However, when the foreman relaxes hi* attention to housekeeping prob- 27 1957 National Safely Congress iem* the work areas quickly become dirty and disorderly. Orderliness and good housekeeping are fundamentals o! good supervision. The foreman who insists that all his people co operate in keeping work areas dean and orderly will havg a low injury rate and also good production efficiency. investigations The other phase of accident prevention the investigation of every accident should fee done promptly by (he foreman of the lroup where th accident occurred. He should perscnnalJy investigate every accident occuring to workmen under hia supervision to improve his own supervisory performance and aid to preventing other accidents, or the re-occurrence of the same accident The knowledge gained by the thorough investi gation of all accidents should be very help ful in the accident prevention program, in asmuch as many safe operating procedures can be set op from the information thus gathered. Thoroughness should characterize the in vestigation of accidents. Every person who might have information bearing on the acci dent should be interviewed to gather ail the facts so a complete record can be made The investigation should be made immedi ately following the accident to obtain ai! the facts first hand, while they arc still fresh in the mind of (he witnesses. After the investigation is completed and (he cause determined immediate steps must be taken to eliminate the cause. If it was an unsafe condition, it should be corrected immediately. If it was an unsafe act preventive measures should be set up in the procedures in order to prevent re-ocourmct We foremen have to know our men a* we personally instruct and train them. And we have the best opportunity in the world to correct improper practice* before they can cause (rouble. Research proves that 96 per cent of all accidents are preventable, and, that 83 per cent are due to unsafe art1 within the control of the foreman.^ EYE SCREENING PROGRAMS IN INDUSTRY by DR. DON MARSHALL Kalamazoo, Mich, 1 will endeavor concisely to answer six rtuestions: 1. What does an industrial eye screen ing program consist of? 2. How is is established in an industry? 3. To what industries can it apply? 4. Why have one; who benefits? 5. What are the results in gateral ? 6. What are the results in the printing * industry? I must acknowledge at the outset that this paper is based on the experience of many vision experts in industry and medi cine. more than on my own experiences. We could define an industrial eye screen ing program as a well-organised plan for testing every employee for his visual cap abilities, studying the visual requirements of every job in the factory, and the assign- 23 mg each employee to a task for which he possesses at least the minimum visual ability. it is a program for visually sorting man and job and seeing to it that a square peg does not get into a round hole. A total vi sion program for a factory includes meas ures for accident prevention and safety, a division of the field that will not be con sidered in this paper. gyt SCREENING PROGRAM An eye screening program consists of the obtaining, compiling and application of con siderable information, outlined as follows: I. An Ophthalmologist serving as "visual engineer" with necessary assistants, pro cures a job classification list for the plane, and the qualifications for each Job as established by labor and management He tbos visits the plant and mrk--f a Pulp and Paper fndujlry - survey of the visual requirement* sad peculiarities of each type of jfeb, going from machine to machine. Does the particular job demand good near vision, good far vision, good color vision, good depth perception ? How will bifocals work on an older employee? How is the illumination; what are the haaards? If a man win move, to what job does he go? What are the capabili ties of workers on the job who have been fully successful at it? From this arc set up visual minimum standards for each job: uo employee should be usigaed or changed to a job for which he lacks the minimum visual ability. TEST AU NEW EMPLOYEES 2. Sow all new employees must be tested for their visual ability as a pre-employ ment or pre-assignment study. This is done by trained technician* and a ma chine specially designed to screen the good from the poor In many different visual characteristics. Individual records are kept, and consulted in original place ment, in transfer of assignment, and if the man tail* to meet production stand ards. or is accident prone. 3. Decision must be made whether to test all present employees, or only the dan gerous or vitally important sections. One must be practical, but ideally each em ployee will be examined. 4. Special attention is given to screening and placing candidates for special train ing. those considered for promotion and transfer, those working in haaardou* positions, those doing precision jobs and important inspecting. 5. After a program is well organised and in full effect, periodic surveys are needed to pick up changes is visual ability that may appear as a result of aging, disease or injury, fa the interests of safety, fairness and efficiency, standards may need revising for certain jobs, either up or down. 0, In the screening tests, all individuals who are discovered to have visual ability below minimum standards, should be Mitt for complete professional examination and help, and nearly all of them, with that aid, will be found then to meet re quirements. Nearly every worker can be salvaged, often for the job ha or the employer has in mind, but at least for something. Often with professional medical aid, a square peg .can be re shaped to fit a round hole. PROGRAM SELLING That, briefly, is what the program con sists of. To establish it is not that simple To get it going requires advertising through out the plant, and publicity to sell the pro posals to the workers, the supervisors and management. The boss must be sold on its value, and must be given reports of progress and results. The workers, by continuous publicity, must be convinced that the pro gram is to help each of them and to fire none. It must start, at least, on a voluntary basis. There must be a capable medical or professional consultant supervising the pro gram, with enough well trained technicians to do the actual testing and record keeping accurately, quickly and in good spirit. There muse be careful planning, with all details fettled in advance. Screening must be done on the job. It will take three to five minute* per worker. Division of cost of glasses between employer and worker must be decided. Employee* must understand that the plant testing, by use of a screening machine, does not supply a prescription for glasses. APPLIES TO AU. INDUSTRIES To what industries can such a program apply? The answer is-oll. Experience gen erally has been that almost any type of industry will benefit from an eye program. Maybe only port of the plan will apply, or all of it. but there are hardly any excep tions to the possible benefits. Any industry wilt profit by analyzing the ocular demands of its work, and the ability of its employees to meet- those demands. Aviation discovered this fact first. Flying was m life or death matter. They were the first industry to test for more than just visual acuity. Today do company has failed to get ample reward from such a program; no industry can claim exemption. Now that we know, at least in principle, what we are talking about, maybe we should go back to the beginning again and ask what is the need for such * program, and what is its bread purpose? Any owner in- 29 1957 National Safety Congress tcrested in profit, any worker interested in Security, may well be skeptical of the need for such a program and of the results. Who benefits from it? In the words of the medical director of the New Jersey Telephone Company, L. H, Whitney, M.D,, a visual program benefits management, employees and the community. Many other equally observant, objective and authoritative men have agreed, and said so in print What is their reasoning and proof? than machines, to be used intelligently, each in accordance with bis own abilities and limitations. If managenent does that, each worker can function with greatest ease and effec tiveness and productivity. To do that man agement must know each worker. What ever helps the worker helps hi$ contentment and his production. An employer is tinder obligation to use each worker effectively. In that spirit, both employer and employee should support a health program that en LABOR IS corny deavors to keep each employee in his best Of all the commodities that a manufac health and on the job. turer buys, labor is the most expensive, and the most variable in quality. Yet far too seldom is labor subjected to anything like the analysis and checking that is rig idly applied to other purchases. Labor is expensive and hard to get; it should and can be carefully studied, classified, improved, and utilised. A vision testing program deals with that In such matters as machine design, time studies, and setting up a production line; manufacturers have shown great progress. The worker should be fitted to his job visually just as well as in other character istics. Twenty per cent of job failures in some industries are due to inadequate visual sldlL You would not give a blind man s truck to drive, but during the war Lockheed had 300 totally blind persons on highly skilled work, who kept up production and had a lower than average actidmt rate. You would not knowingly put a one-eyed man on a crane, but he might be able at color discrimination. In safety measures they are learning fast, though the plant where goggles are required i* still the exception. But the tools that each worker is constantly using, his hands and eyes and brain, have been neglected. There are many characteristics to con sider in classifying and placing an employee, and which determine hit success at a task, --such things as motivation, dexterity, in telligence, temperament, hearing, vision and others. There are tests for all of these; and now-a-days some firm* even take a long look at an executive's wife before he is hired. 6000 VISION REDUCES ACCIDENTS Management must be convinced of the value of the program, or the medical direc tor will be without funds. Management must be shows the fact that fitting a man visually to his job will reduce accidents, reduce spoilage; increase production, im prove morale ami reduce labor turnover and training time. Employees must be convinced the program will benefit them, and will not ease them out ol a job. or there will be no one to test The workers worry about being sub But nearly all of a worker's unpresBoas come to him through his eyes, and thus visual performance is important in every job, and the most important function of all to test in many jobs. The visual ability of the employee, and the visual requirements of the job can each be determined. standard, and as a consequence losing pay or job. The IBM Corporation has convinced them that the company will not do any thing to them, but will do something for them; that the program is not a means to speed up work, but rather to help the em ployee to work more comfortably and safely at his job, at Home, driving and elsewhere. LABOR FORCE IS HUMAN Better than thinking of labor as a costly and variable commodity, it should be dealt with as a group of human beings. These humans, managements* greatest asset, de serve raainteaace and upkeep far more than These humans deserve, more No IBM worker Is ever told that his visual performance is not up to a required standard, but rather he is told be can be benefitted by further examination and help, which he becomes motivated to seek for his own welfare. The employee must team that scientific visual placement increases job 30 Pulp and Paper Industry performance eight to 40 per cent, so it im proves individual production and piecework pay, that it helps avoid accidents and haz ards due to poor visual ability, that it re duces fatigue and job failures, irritation and absenteeism, that it promotes contentment in his mind and puts money in his pocket. It helps to keep older people at work by original expectations. Among 15,000 em ployees voluntarily screened by New jersey Telephone company, 10 per cent were found to need a complete eye examination, to meet standards that were not unusually high. Timken Roller Bearing company began a visual screening program in the roller in specting department in 1948. finding a job they can do, and by guiding those who need it to seek professional aid PRODUCTION INCREASED for their visual disabilities. A man may be unemployable on one job while excellent at another. Having convinced you, I hope, that every one benefits from an eye screening program in some form, let us make this point cer tain by reviewing the lateral results In various industries of such a program. In three years the number of rollers in spected per inspector increased 28.7 per cent and the number of final rejects decreased 44 per cent They concluded "it can be definitely stated that the increase in pro duction and decrease in defective rollers found in final inspection is due to the visual inspection performance program." The Owensburg, Kentucky Tube Works of GJL, POOR ETES--ACCJDB^T PRONENESS found in various departments from 29 to A multitude of reports show that manage 60 per cent of their employees not up to ment and worker have been sold on the good visual standards, the plant average value of an industrial vision program. Many being 39 per cent. reports stress the reduction in accidents, and Those on piece work who met standards the savings in tost eyes, something an ac were averaging four to nine cents more per countant can easily translate into dollars. hour than the others. They found a direct Surveys show that workers prone to acci relationship between visual performance and dents have generally worse visual function earnings. When a worker who failed the than the accident free. screening test got his eyes corrected, he We mention that aspect of a safety and increased his pay nine cents per hour. The goggles program only u* passing. For one foreman's rating of these workers who get example. Shell Pipe Line corporation of needed help went up 36 per cot. Houston reduced the cost of eye injuries by 90 per cent in five years, from *5,000 annually to $500. But aside from accidents avoided, a vision program pays off to man agement and worker alike. IBM at Bing ham reports greater production and better work, with corresponding reduction in pro duction costs, material costs, accident costs So much for specific experiences in specific instances of varied industries. Some comfttfljes with new vision screening programs laboriously determined the dollar value of the program. Many others were a* certain of tiie benefits but coold not or did not translate them into numbers. and general overhead expenses. Since IBM has no time studies or piece work exact figures cannot be given. Sperry Gyroscope company at Lake Success, N\ Y,, found m seme departments as high as 45 per cent of the workers had vision inade quate for performing their jobs comfortably and efficiently. As a result of a plant wide program of vision correction, spoilage and waste have been reduced and production increased la one year, vision testing of OTHERS ADOPT VISION PROGRAM IBM for example, aims to help each worker to his top potential visual efficiency, considers'him as an individual, does not use predetermined visual job requirements, never tells a worker his visual performance is not up to standard, and believes that there is a place in industry for workers with physical handicaps so long as the employer is aware of them. applicants revealed 21 per cent failed to The Dclco-Remy Division of General meet standards, until, for 90 per cost of Motors at Anderson. Indiana found that these, glasses were obtained. their plant vision and safety program was For Sperry managonent, the eye service so effective and beneficial that it soon spread program has produced results well beyond to the toad high school driver's training 31 1957 National Safety Congress coarse*, and later throughout the entire school system. Other local Anderson Indus' tries were forced by employees' pressure to follow the example of Deko-Remy. All reports tell of the satisfaction that both management and worker have from a prop erly working, carefully organised vista! screening program What results from such a program m a printing department or firm? One excellent report, at least, is available on this, by die medical director of R. R, Donnelly and Sons, and I will extract freely from his printed results. The program was begun to one critical department made up of composition, lino* type operators, monotype operators, lockupmen and proofreaders. AO voluntarily were screened. Efficiency went up and spoilage went down so much, from corrective action, that the program was authorised for the entire plant, and completed in two years. PROOFREADERS MORE ACCURATE What does sa eye program m industry cost? There are figures more readOy avail* ride concerning accident prevention than in increased efficiency. I have already noted the experience of Shell Pipe tine corpora tion of Houston: cost of eye protection plus eye injuries dropped 3> per cent in five years, from $SgOOQ a year to $500. Ia a 10 year period Sperry Gyroscope company spent $400,000 for setting up and maintaining its in-plant eye Program, or aa average of $40,000 per year. Employees varied between 7,000 and 18,000. At least 82 eye* were saved from loss, attested to by gnashed goggles. At $5,120 each in New York State, these saved eft* saved $419, 840 alone, or more than the total cost of the program. Figuring four dollars of indirect cost for each dollar of direct accident cost, a total of $1,679, 360 was saved by sot losing the 82 eye*, la 10 years there was a 90 per cent drop in first aid eye cases, aa approxi mate-saving of $200,000. The program and its results showed that proofreaders who meet visual standards are 37 per cent more accurate than these who fail; they have 7.9 points higher efficiency and produce 12 mm non value per hour than those visually below standard. Similarly compositors visually up to stand ard have $5 points higher efficiency, and monotype keyboard operators 19.1 points higher, and produce 7l cents per nan per hour more. As in most industries, it was found that 90 per cent of those wbo did not meet standards, cnald readily do to after getting professional aid or glasses. Considering the coat of spoilage to consist of paper, inks, tune and customer satisfaction, Donnelly's figured that in this one department of 336 employees (in a pfant of 2,000), the savings time resulted from die virion correction program were more than $6,000 per month. The cost of a screening program aside from safety I do aot know, and it would vary a good deal, depending on how much the company and the worker contributed toward special examination* aad needed glasses. Nevertheless, one company after another has adopted and continued these programs, convinced that thty are worthwhile wba properly adapted and run, cither on a dollar and cents basis, or on the bass of those (ess calculable items of efficiency, content ment, morale and productivity. May I suggest that for those of you who may be interested, the National Society for the Prevention of Blindness has a number of short pamphlets written fij a variety of experts, detailing their experience with ore screening programs in industry. These may be obtained at cost from their N. Y. office (1790 Broadway. N. Y. 19)-A. 32 WHAT GOOD VISION CAN MEAN TO INDUSTRY by KARL F. SIMPSON, JR. director. Safety A Industrie! Relations, Folding Paper Box Assn., Chicago The Folding Paper Box Association of America is a service organisation. The service we provide is concerned with the buying, selling, and producing functions which each member performs, aad is spe cifically designed to meet their individual aad collective needs. In other words, we help our member* with activities directly or indirectly related to the making of a profit. Our interest in profit is dictated by the cold fact that this symbol represents the nucleus of their thinking. This preoccupa tion with monetary matters is not peculiar to folding box manufacturers, but it a characteristic ccbbuob to all member* of top management Since "profit" is the symbol to which top management responds, we present programs and projects which on be reduced to mone tary terms. This is necessary because man agement with their analytical minds, are constantly measuring and evaluating each activity in terms of the profit symbol to determine its ultimate effect oa the profit and loss statement of the organization. If we present projects which cannot be related to this ooe overriding preoccupation (profit), then we risk not having our program ac cepted, regardless of its merit In line with this thinking, we at the Folding Paper Box Association are actively supporting a program of vision testing and we urge our members to invest time and money in this activity. We are convinced that if they do not make this necessary in vestment they risk wasting substantia! sums of money and thereby place themselves at a competitive disadvan&ge in a most highly competitive industry. Aa VISION RODS With the credo of "service to oar mem bers" u thrir philosophy, the Industrial Re lations committee of our Association in 1956 authorized the staff to explore die area of vision testing. From * general survey of the literature, we found that Industrial Ophthalmology is a special field of the visual sciences, ft is more than just prescribing glasses. There are also the related fields of vision and the job, color, depth of field, illumination, and many other problans of a medical, production, and a human relations nature. There re three basic phases con nected with the installation of a vision test ing program: 1. A Futon Survey of the Plant. This includes a determination of vision stand ards for different job*. This involves a determination of whether or not an employe* is required to do close work, the importance of distant vision for each job and the significance of depth of field or color percepttoo in relation to each particular operation. 2. A Program of Selection and Platemmt of Employees Through Pre-employment Tells. The purpose of this phase of the program is to place employees in jobs which will utilise their specific qualifications. This is necessary to insure ,)ugh quality and safety of operation. 3. Periodic Re-checks Throughout the Plant in Areas Where Good Finos is an important Factor. Men, tike machines, need to he checked to be sure they re main in good working order so that they wiQ be capable of continued opera* Uoq at top efficiency.' RESULTS OF STUDY Other facts uncovered in our non-teehnical survey indictated that the accuracy of work is directly related to good virion- This is to be expected. We also found that the visual skills for the greatest accuracy may not be the same as those required for the greatcai degree of speed. The explanation of this is that those with good virion detect and correct their own errors. To keep within the tolerances specified for the job, they work at a reduced speed. On the other band, those with poor vision are unable to see the flaw* in their work and as a result they work more rapidly. To mtetaixtiate the close relationship be tween quality of production and the level of visual efficiency, the Bausch sod Look 33 19$7 National Safety Congress Optical company has released die following results of a study conducted among a croup of lathe operators. EMPLOYEES RATED AS HIGH QUALITY PERFORMERS: 13 per cat o these employees did not pass the visual performance test for their joh. 87 per cent of these employees did pass the visual performance test for their job. EMPLOYEES RATED AS AVERAGE OR MIDDLE QUALITY PERFORMERS: 28 per cent of these employees did not pan the visual performance test for their job. 72 per cent of these employees did pass the visual performance test for their job. EMPLOYEES RATED AS LOW QUAUTY PERFORMERS: 68 per cent of these employees did not pass the visual performance test for their job. 32 per cent of these employees did pass the visual performance test for their job. Information of this type has meaning to top management because it can be converted into monetary terms. As proof of this statement, I wish to cite the case of one of the piooecr companies in the field of Indus* trial vision testing. The medical director of this organization indicates that their preliminary vision testing program cost ap proximately $10,000. As a direct result of this pilot project in one area of their operation, the company realized a savings of between $5,000 and $6,000 each month from reduced spoilage alone. If we take the lower figure; this would indicate a 600 per cent return on their investment If we assume that this is an unusual case and cut the benefit in half, we have-a return of 300 per cent on the original investment GOOD VISION DECREASES ACCIDENTS Aside from the benefit of reduced cose (higher quality), studies indicate a direct relationship between safety and visual ability. This, again, is not " or un expected. One of these studies reported that only 23 per cent of those employees who met the minimum visual standards for their specific jobs had serious accidents, while 88 per cent of those who did not meet these minimum visual standards for their jobs suffered serious mishaps. Another report concluded that 65 per cent of those with adequate vision were accident free; while only 45 per cent of those with substandard vision were accident free. Another aspect of the problem which has an important bearing on industrial vision but is often overlooked is the question of adeqoate illumination. We might ask our selves, what good is 20/20 vision if the work area is so dark that the employee is unable to see? Studies indicate that there is a direct relationship between adequate light and the quality and quantity of production. These reports conclude tint by reducing illumination below the most satisfactory level, total production declines and the mmber of errors are easily doubled. This is but a brief glimpse into the store house of material available to those inter ested in the field of Industrial Ophthal mology. However, on the basis of this brief preliminary study, the Industrial Re* btiaai committee of the Folding Paper Box Association authorized the staff to set up a pilot study among a group of our member companies in the Chicago area. PILOT STUDY The purpose of the test, as set forth by the Industrial Relations committee, was to determine the prevalence of eye deficiencies among the members of our own work force; and to prepare a foundation for the possible establishment of vision standards for various critical job classifications within the industry. Or. Hedwig Kuhn, an outstanding authority on industrial vision, acted as technical con sultant to the pilot group which mnaistn! of the following companies: Container Corporation of America. 35th Street Carton Plant. Container Corporation of America, Lake Shore Plant. Continental Can Company, Inc, Robert Gair Paper Products Group; Chicago Plant. Kleerwrap, Incorporated Four critical areas were ttioocn for a sample check of 265 employees. There areas 34 Pulp end Paper Industry embraced the following departments in each of the four plants: Press room Cutting room Ink room Die and Plate department Of all the employees tested, a minimum of 37 per cent had a vision deficiency suffi ciently pronounced so as to place than out side the acceptable range of normal vision for the particular job they were performing. In the press room, 31 per cent of the press men needed an eye examination to secure glasses or have glasses corrected to their present need. We also found that 28 per cent of these pressmen had a noticeable deviation in depth perception, and 15 per cent of them had a color perception that was not up to par. suits of our pilot survey to present. We could also point out that there was a bright side to this otherwise dismal picture since once these vision deficiencies had been un covered, approximately 90 per cent of them could be corrected. However, after serious study we came to the conclusion that there were two basic points of emphasis which might be stressed. Our problem was to determine which of these two arguments would best serve as the cornerstone for our presentation. One of the basic points of attack involved the safety question and concerned the argument that employees with deficient vision are not only a hazard to themselves, but they also make accident prevention much more diffi cult This argument involved an analysis of how unproved vision might reduce injuries Of the feeders, 55 per cent in the press and consequently reduce human suffering^ as room and- 54 per cent in the cutting room well as insurance, compensation, and medical had deficiencies in their depth perception. costs. The other area for possible exploita In addition, 30 per cent of the feeders in tion was the financial hazard and expenses the press room, 25 per cent of the feeders resulting from the production of scrap and in the cutting room, and 18 per cent of the low quality work, which could be directly ink room employees lacked satisfactory color traced to deficient vision. perception. There were also 34 per cent of the die and plate department workers who PRODUCTION QUALITY INCREASED needed an eye examination to secure glasses In presenting our program for the first or have glasses corrected to their present time we stressed both aspects of the problem. need. VISION PROGRAM UK PROFIT From the beginning, however, it was ob vious that the key to top management's interest and support came not through the There are but a few of the alarming high safety argument but rather through a fac lights which pointed up the need for a full tual presentation of potential savings from scale vision testing program. To us the sig die reduction of scrap and low quality work. nificance of these findings were obvious. Being pragmatic in our thinking we pursued We did not feel that it was necessary to the course which.seemed to offer the great convert this material into specific monetary est possible return. terms, since our study corroborated pre Our presentation is now primarily based vious reports on the prevalence of eye on the problem of quality control, with deficiencies among members of the work safety thrown in as an added benefit. On force. ; the basis of this approach, we fed we have On the basis of similar studies in closely achieved an appreciable degree of success related fields, we felt the savings they had as measured by the number of vision testing experienced would apply equally well to programs which" have been installed by our our own group and industry- Therefore, member companies. on the basis of this material it was derided For a company to reap the full benefit that our Association would support a vision from this project, a vision testing program testing program among alt of our members. cannot be thought of as a one shot cure-all. The next step concerned the development The simple phase of the operation consists of a presentation which would "sell" member companies on the idea of installing a vision testing program in thir own plants. It is true we had some rather startling re of finding the employees with sub-standard vision. The difficult task eoasUts of the follow-up required to be sure these em ployees get the medical attention they need. 35 1957 National Safety Congress Once the present work force hag been raised to top efficiency in terms of vision, the program still has a function to perform. This consists of maintaining a constant check on all new employees to be sure they meet the vision standards for their specific operations. There is also the need for a periodic re-chec^ of the whole work force in areas where good vision is an important factor. This is necessary to maintain top vision efficiency. From our vantage point, we are firmly convinced that the case for a vision testing program is adequately supported by the facts. There appears to be sufficient mone- tary benefit in the areas of both quality control and accident prevention to warrant the expense of installing and maintaining the program. The big problem is "selling" the activity to top management. This hurdle ts not insurmountable if you remember that "profit" is the most dynamic character istic of our frec-enterprise economy and it the catalytic force which activates our whole industrial machine. If you evaluate a vision testing program in terms of the "profit" which can be ex pected from an investment of time and money, neither you nor your top management will question the worth of this activity.^ HAZARDS OF 110 AND 220 VOLTAGE IN INDUSTRIAL OPERATIONS by HOWARD A. MOWN Rochester Gas & Electric corp., Rochester, N. Y. Bcfore venturing into the discussion of hazards of 110 and 220 voltage in industrial operations, we should review the factors and conditions under which these low volt* ages may be hazardous. There are many people who are not aware that tow voltages inay be hazardous either because they have never had the conditions pointed out to than, they have failed to comprehend them fully and have forgotten the details. This presentation will review research and the authoritative opinions of people in the fields of electrical engineering, medicine and physiology. Especially I will use mate rial by W. R. Smith which was presented before the Public Utility session of the 19th Annual Safety Convention and Exposition of she Greater Mew York safety coundt, March Jl, 1949. Or. Cecil K. Drinker, professor of physi ology, Harvard school of Publie Health, states, "Teaching should be based upon the prindple that no electric shock is without danger, and users of electricity must em ploy every means to avoid accidental con tacts." 36 Dr. H. B. Williams, formerly Dalton Professor of Physiology, Columbia univer sity, is an authority in the fields of medi. cine, physiology and electrical science. He has for many years called attention to the possible hazard of low voltage electric shock, saying, "The nature of the necessary precautions is so extremely simple that a young child may comprehend it" _ Statistically, the annual number of fatali ties caused by low voltage electric shock throughout the country is not Urge. The Na tional Safety Council statistics show ap proximately 800 deaths caused by electricity, which is less than one per cent of all deaths. Of these probably not more than 200 were due to low voltage; but this snail number is important because: 1. These were 200 human beings--in dustrial Workers, wives, mothers and children. 2. These deaths were la many cases the consequence of a condition of which the victim was unaware. 3. Many of these deaths evidence the fact that, m the mind of many peo Pulp and Paper Industry ple, there is not yet a clear under standing as to why such deaths occur in one instance and not in another, where apparently there was a similar condition. A large percentage of these fatalities can he preventby a proper application of un derstanding and knowledge: Understanding the effects of electric current on body physiology Understanding why low voltage can be hazardous and under what conditions Knowledge of proper procedures and practices that will prevent conditions that are hazardous and fit us to avoid their harmful influence PHYSIOLOGICAL EFFECTS OF SHOCKS The first factor involved in electric shock is the type of current encountered. Gener ally speaking, this discussion is limited to two types of current, direct current and alternating current. The principal effect oi direct current is that it will produce a very serious bom. The heat generated by the di rect current is the factor which produces the injury. Many fatalities that occur from direct current are caused by the effects of the heat when the current passed through the body tissues. A direct current passing through the body from head to foot generates heat in the blood cells causing them to expand and explode. Deaths have occurred due to di rect current shocks from internal hemorrhags rather than from extensive bums on their person. Alternating current is the most common exposure in most industries. Arcs from either direct or alternating current can pro duce external burns. Alternating current has several other effects in additioo to bums. This current, particularly at low voltage and low frequency, can cause a paralysis of the muscular tissues. The stimulation of the alternating current, in flowing through the muscles paralyzes them. Respiration can stop from a contraction of muscles. If this is the only effect, nat ural respiration will begin as soon as the contact is broken (provided the time inter val has not been too long). Violent mus cular contractions can also cause falls with serious consequences. Lesser currents may not affect respiration directly, but if muscu lar contractions prevent the victim from releasing himself, death can result from ex haustion and consequent respiratory failure and asphyxia. The next effect of alternating current is caused when the current flows through the nerves that control breathing. Breathing is controlled by the phrenie nerves which come down the sides of the neck, through the trunk and attach to the diaphragm. BREATHING PROCESS The impulse of the breathing center at the base of the skull goes through these nerves and causes the diaphragm ts rise and fall and control breathing. If the current passes through the nerve center, it destroys the ability of the nerve center to send the impulses down the nerves; or, if the cur rent goes through the nerves, the effect is transmitted to the nerve center and breath ing is not possible. When this happens, we say a person dies' of shock; he suffocates because he cannot breathe due to the paralysis of the nerves. Artificial respiration is an attempt to keep the victim breathing until the paralysis of these nerves and the breathing center has been reduced or eliminated and breathing ts again normal by itself. The third effect of alternating current is one upon the hart itself. The heart nor mally beats as a pump, in perfect coordina tion, 72 times a minute. An abnormal stimu lation such as the impressing of a 60 cycle electric current, may cause the heart mus cles to go out of step ahd flutter in a com pletely uncoordinated manner. VENTRICULAR FIBRILLATION There does not necessarily have to be any unusual damage to the heart. The heart quivers rather than beats, the pumping ac tion ceases, the blood becomes contaminated very quickly from failure to circulate, nerve centers and the brain are deprived of oxy gen and the person dies in a few minutes-- an asphyxial death. As far as is known, there is no practical way to get a heart out of this uncoordinated flutter---known as ven tricular fibrillation. Research indicates that an immediately applied counter shock will restore the heart to its regular rhythm. These effects--the paralysis of the mus cles, the effect on the nervous system con- 37 19S7 National Safety Congrats trolling breathing and the fibrillation of the heart arc effects peculiar to alternating cur rent In an emergency either shut off the electric circuit or get the person off the circuit so the current no longer runs through him. The paralysis will disappear shortly. Artificial respiration is applied for paraly sis of the breathing. In fibrillation nothing ran be done since it can not b determined if the heart is in fibrillation. Therefore, the only advice in the case of an electric shock is to get the person off the circuit or break the current as quickly as possible; and sec ondly, apply artificial respiration if he is unable to breathe. The effect of an electric shock will de pend upon: I. The nature and intensity of the cur rent i The parts of the body affected 3. The duration of the current flow The intensity of the current depends upon the voltage and body resistance. Current in Voltage (volts) Amperes Resistance (ohms) BOD? RESISTANCE The body resistance is a combination of the skin contact resistance and the actual body resistance which is low because body fluids are a good electrical conductor. Skin contact resistance varies greatly from a nor mal dry of 40,000 to 50,000 ohms per square centimeter to a moist value of 1,000 to 2,000 ohms per square centimeter. The total resistance may vary from 100,000 to 300,000 ohms or more, or in conditions of wet hands from perspiration, a low value of from 300 to 500 ohms total resistance may be obtained. Therefore; if the total resistance should be 500 ohms, the current would be as fol lows for the indicated voltages: * Current in MilHamperes Volts 100 50 J5 (1/1000 Ampere) 200 100 2$ Thus, we see the values of current that eas be obtained at very low voltages. Let us now consider what these current values mean. Charles F. Dalaiel, professor of Electrical Engineering, University of California, coeducted tests oo 120 male subjects and de termined the following results: 1. Threshold of perception -1 to 1-2 mifliaraperes 2. Surprise but no discomfort--8 to 13.9 frulliampercs 3. Paralysis preventing voluntary con trol--15 miUiantpere* 4. "Let-go" values painful--9.7 to 21.6 milliamperes 5. Reasonably safe values to handle continuous or uninterrupted--8 to 9 mill!amperes Nate: Values for women arc about 70 per cent of the above values, and for children, in general, less. MUSCULAR CONTRACTION OCCURRANCE5 Frequency affects the "let-go'* value very little in the range from 10 - 180 cycles. At lower,' or higher, frequencies the "let-go" currents are somewhat higher than those above. Muscular contraction with alternating cur rent is steady and continuous. Muscular con traction with direct current occurs when the circuit is dosed and again when broken. Direct current is safer at somewhat higher values and is preferred by many for weld ing operations. If currents exceed the "let-go** values, se vere muscular contractions will result with consequent effects on breathing organs and eventual exhaustion. The duration of such shock* will determine the seriousness of the consequences. The above conditions will gen erally not affect the heart immediately. There is no exact informslion on what is the lowest value of current that will stop normal respiration and produce unconscious ness, but it is believed to be between the above let-go" values and that which pro duces fibrillation. Extending the above tabulation would give the following picture: 6. Great pain--breathing difficult--20 to 50 miUjampcres 7. Respiration stopped--40 milliardperes (estimate) 8. Ventricular fibrillation--100 milUataperes to 25 amperes plus duration 3S Pulp and Pater Industry 9. Heart action stopped by shock (re sult of severe muscular contraction) --200 milliamperes and above In the relationship of currents of different values and their physiological effects, the values of currents are very small. We have only tabulated currents up to 200 tnilliaraperes; that is only two-tenths (0.2) of an ampere. We have talked of one to 1.2 milliamperes as the threshold of perception; that is only one one-thousandths (0X01) of an ampere. These arc extremely smalt quantities of electricity and account for the fact that in many accidents the fuses were not blown. It was hard to believe the party was elec trocuted when the power had not been in terrupted. that they are frightened to death. Fright kills them rather than any bums or serious injury due to the effects of the current pass ing through the body. I have pointed out a sufficient number of factors involved in electrical shocks. We have covered enough of the fundamentals to indicate that it is not only the voltage that kills, and not only the total resistance, but rather a combination of them that creates the condition. You must be in the circuit across some voltage (which is usually to ground), to cause current to flow, the magnitude of which is determined by the resistance of the circuit. We have seen that it only takes a very small current flow to cause an effect which may be fatal The current that flows is directly pro portional to the voltage and inversely pro portional to the resistance. An increase in voltage generally results in a worse shock. Likewise, a decrease in resistance results in a worse shock. With a given voltage the variable is the resistance: The resistance of the contact is most important. The larger the area contacted, the lower the resistance. The more the pressure of the contact, the lower the resistance. A contact on be a tap; or brush, or a grasp which may start as a light gTasp but the flow of current contracts the muscles and the pres sure of the gTasp tightens, and the tighter the grasp, the lower the resistance and the more current will Bow. INSULATION RAISES RESISTANCE Insulation is used to keep the resistance value high, either above ground or between wires. All insulation passes current under some condition. The insulation has to be chosen to minimize the current flow at the voltage being used. Insulation may be de- fective or deteriorated and therefore should not be too much depended upon. To prevent electric shock, whether it be low or high voltage, should be simply at least ta principle, for it means simply: Keeping clear of contact in any way with energized circuits and grounded surfaces or objects when handling electrical tools or making connections, MOISTURE INCREASES SHOCK Moisture is also a factor involved in contact resistance. Moisture improves the contact, making it better, so that the flow of current is increased. The peak of fatal decirical shocks occurs each year during May, June. July- and August. This reflects the effect of the perspiration of the men who are involved in contacts. There is a difference in the susceptibility to shock of individuals which is as import ant factor. Some people are more sensitive to electricity than others. Some people aa stand repeated shocks; they have experi enced it before; they know whet it feels Uk and nothing much happens to them. On the other hand, other people are very sensitive to electricity and their heart and mental adjustment may be in such a state and Grounding any external metal parts of portable tools or stationary electrical equipment. The message of low voltage electric shock Cor the shop electrician and maintenance man is to use suitable electrical toots and devices and to clear power and lighting circuits be fore working on them. There are two ways of working off a circuit--'`dead" or "alive." That applies to the workman as well as to the circuit The safest way is to work only on "dead" circuits. Probably it is a tribute to the electrical industry that we can point to evidence of complete ignorance of essential precautions in using safety with electrical appliances, tods, and devices operating on 110 volts. It is a consequence of the practical every- 39 195? National Safety Congrtss day safety of the commodity we supply. We must recognize the facts that have bees pre sented and what, on one day. may be an insignificant tingle on another day nay rouse * fatality. Let us fT""marTe the e**--1*^ precautions we have been talking about: All voltages of electric energy should be respected and treated properly. Chances should not be taken. For those who must work on or near an energized electrical con nection, they should stand on dry boards or other non-conducting materials and when practical use only one hand. At all times keep the body clear of grounded surfaces, equipment and pipe*. The normal high value of the slcin reivance wboi dry usually safeguards those who receive shocks from any serious con sequences. Extra precautions should be taken when hands or body arc wet from water, perspiration or chemicals. Proper devices and equipment should be used with cords of high grade rubber insula tion soiled to the conditions. Good mainte nance is imperative. Alt permanent sockets. especially brass shell, should have connec tions polarised so that the screw contact is at ground potential # Low voltages (6-32) are recommended for supplying extension cords for lights which have to be taken into tanks, boilers, or places that are extrendy damp, or where conducting chemicals are present. Brass shell sockets should never be used for extension cords, nor in any locations for which they are not approved in the National Electrical Code. Portable electric tools should be prop erly grounded, preferably by a third con ductor in a connecting cable using polarized plugs and receptacles or by a positive third wire connection to nearby electrically grounded steel, water pipe, or electrical ground bus. If the grounded side of the supply circuit is used to ground the frame, an open circuit at any print in the grounded wire of the cord or at the plug receptacle will result in the frame becoming energized, thus creating the condition which the ground connection was supposed to prevent-. TRAINING TO CONTROL UNSAFE ACTS by NEIL NELSON district engineer. The American Mutual Liability Insurance co., Manchester, N. H. Three years ago I investigated a fatal accident reported from a local paper mill While reviewing the facts the superinten dent was quite sure that the unfortunate accident was the result of carelessness. I Had to agree, however, while the superinten dent was sure that it was the man's care lessness, I was equally aura that most of the responsibility for the acridcot lay at the superintendent's door. A votmg man recently employed was attempting to remove a small piece of paper from the dryer roll on the paper machine using a broom handle. In some way the handle was caught m the nip point of the turning roll and in attempting to remove it the man's hand and arm were caught which resulted in such serious bonis and 40 shock that he died shortly after being ad mitted to the hospital. Investigation of the accident established this: the young man. 18 years old, had been employed in the mil! for approximately three months and was learning to be a back tender, ft takes many months of constant training and experience before one can qualify as a back tender. So I asked sev eral questions. 1. Why was the man using a broom handle when it is contrary to afl good practice in attempting to re move a piece of paper from the dryer roll? 2. Why was a young man with such limited experience permitted to at tempt to remove paper iM the first place? Pulp and Pater Industry ` NOT PROPERO TRAINED ft was quite evident that proper training had not been provided. He was permitted to remove paper when he was not trained to do it and furthermore, he was permitted to use a wrong practice. In this case it was rigorously claimed that the more experi enced back tenders did use a wood spear and the right practice. However, the reason for the young man using the wrong method was not explained. It is hard for me to understand why a young inexperienced per son knowing practically nothing about the operation of a paper machine, should deliber ately pick up a broom handle if he had never seen that done before. It was finally established that some of the more experienced men rid use a broom if the broom was handy. Therefore, we had an unsafe practice by an inexperienced man causing his death. There is no doubt in my mind that the cause of this man's death, was. He was not trained to do the job to which he was assigned. What do we mean by training? The desired end result is, of course, to have every perKm work efficiently and safely. But how do we get this? Certainly not through casual remarks about safety to a workman by his supervisor, particularly If the supervisor has not been trained in the same subject. How much training remains as an indelible stamp in the minds of super visors when management is only mildly interested or worse; has no interest at all? There is a large number of small mills where training programs are conspicuous by their absence. INVESTI GAT* NEW WORKERS ft would be most unusual for manage ment to buy any equipment, cither new or used--sight unseen. As a matter of fact, careful investigation is nude to be sure that the investment will be proper and profit able. Unfortunately, this practice is not always followed In the investment in man power. The larger milts undoubtedly do have programs, some adequate and some not. The smaller milts make little or no at tempt to secure their investment when hir ing employees. There are reasons given for thia. some justifiable; others are not For instance, a small mill in a rural area may find a tight labor market, the wage scale may be lower than neighboring plants in other lines, the working conditions may be inferior to other plants, so that when a man wanders in looking for a job, if he looks normal and healthy, he Is usually hired. If good luck holds, the man may be properly placed. On the other hand if he is physically un able to do the work or Is otherwise un suited, he is soon involved in accident* and injuries. The pre-placement examination is the only way to match the man to the }ob. The job analysis is the only way to know how and where a man's abilities and apti tude* can be utilized safely and profitably. There is no reason why a satisfactory plaeng program could not be undertaken in even the smallest mtIL The mill owner or manager certainly knows the job and the physical and emotional qualities necessary for the man to do the job. There is usually A local doctor who will take an interest ig the project and work with the manager. Only in this way can training people to control unsafe practices get oil on the right loot. HOW--WHERE--WHY All of us are familiar with the practice of investigating accidents and many types of forms have been designed to record the necessary information. But all point to three important questions--How, Where and Why. Examinations of hundreds of reports indicate in a great many cases, that the investigation is superficial and does not get to the root of the problem. It is amazing to note the repetition of two statements by supervisor*--1T thought the man knew bet ter" and "I told him time and time again." Now, if we agree that most men want to work safely and will carry out instructions to do the job right, there is something wrong when he makes an error and become* involved in an accident. One reasoa he makes the mistake is because he docs not understand what he is supposed to do, even if his foreman had instructed him. A man can be instructed only if the instructor knows how and will take the time to do it If you want to find out bow well or how poorly your men are instructed, ask your supervisors to write up a job description showing the operation with the attendant 41 J95P National Safety Compress hazards. Befievt me, you wilt be surprised at the omissions. This is not because the foreman or supervisor does not know. He knows the machine, job or operation as well as any man but without training he does not know bow to transfer bis informa tion to another roan and make it stick. Usu ally, the instructed consists of the super visor telfin* a mas a few tunes how to do somethin* and when the man nods vaguely that be understands; it is assumed that he does. arms, hernias, back strains and many other injuries. Many of these probably could have been prevented if sufficient supervision corrected the problem when first observed. I men tioned the lost time injury record and its effect on supervisors. Many times at safety meetings I have found much complacency because department* have operated for a month or longer without a lost time injury. Ta cheeking first aid reports, it was not assuring to see the trend of minor back This procedure; then apparently justifies strains, lacerations, foreign bodies in eye the statemot I referred to on the investi and so on. gation report, "1 told him time and time again" or *T thought he knew better." Now, if accidents are to be controlled, there can be no guess work or no assumption. A supervisor has to know that the man under stands. He will know when the man can tdl him and show him what he has learned. How ion* will it take? Ho one can fore cast that. It depends upon the job and the ability of the man to absorb instructions. PRACTICES CAUSING ACCIDENTS My survey showed the practices respon sible for these trends, men lifting improp erly, cluttered storage areas where materials have to be handled and re-handled, use of make shift tools, wrong size wrenches, screw drivers for chisels, using grinding wheels without shields or goggles. Hot a lost time injury reported but the ground FOLLOW-UP INSTRUCTIONS so fertile, just watting for a change of luck. While the investigation of a serious The best of instructions need dose follow accident is necessary, the control of an un up. Many supervisors lose out on all their safe act before the serious accident results, good work by letting go too soon. If a is even more necessary. well trained man is to continue along these tines, he needs supervision. These are many practices that creep into a man's activity that gradually undermine the whole train ing program. He will shortcut to save time. While we look to the supervisor to as sume the leadership in his department, there are other influences affecting behavior over which the supervisor has little or no con trol. I always remember an aecidait in which He will change from the accepted pro a man lost a hand doing a simple routine job cedure became be thinks he has found a which he did every day safely. One morn better way to do the job, fail to use the ing he forgot and his hand was caught in persona] protective equipment. Ignore the the machine. After a while when be re presence of nochine guards, get sloppy in turned to work, I asked him how it hap his personal habits and aggravate the house pened. keeping program. If accidents from unsafe practices are to be controlled, the supervisor has to supervise. One of the problems is that an accident cause or an accident itself is not recognized or acknowledged until some jpjury or damage results. It appears that he had just bought a new home and while he was physically doing his job, mentally he was planning tbe changes he was going to make in his home. There are many other problems which affect a man's stability and his judgment, worry Too modi reliance is placed on the record over home problems, illness, disagreements, of lost time accidents and entirely too little financial matters, rumors that business is gg the story told by the first aid treatment not good and the thought of impending lay record. \Vbeu a fatal or serious Injury is off. These are difficult problems that cause reported or severe damage to property or accidents. equipment occurs, the entire organization corrects tbe cause. Bro day in and day out, practices arc >hiigae a that could cause tbe loss of eyes, lo*i of fingers, buds and While a supervisor cannot interfere or pry into a roan's personal affairs, be can through friendly approach gain the confi dence of his na that they will seek his 42 Pulp and Paper Industry advice and help when they need it Supervi sion means more than just running paper through a machine or pulp from digesters. It implies leadership and guidance. Most of us need both. GAIN WORKERS' CONFIDENCE I refer again to a statement that often appears on a supervisor's report of accident investigation. "I have told him time and time again." This means that accidents occur in spite of instruction from super visors. ft was pointed out that one reason is that the man does not understand the instructions. There it another reason, per haps equally important. Sometimes there is a dual set ol plant rules; one for produc tion and one for safety. I have yet to visit the mill where produc tion rules are not observed without ques tion. I wish the same could be said about the safety rales. It makes one wonder when we see an intelligent man accept whole heartedly instruction on production problems and ignore or at least accept halfheartedly the program on personal safety. Men are quick to sense authority and sincerity and unless a supervisor issues his safety orders with the same degree of importance as production orders, they are not going to be carried out. CONTROLLING UNSAFE ACTS It is even more discouraging to hear a manager or his safety represatative deplore the iact that supervisors do not take the proper interest in carrying out the safety policy. It is the same story. Whas the manager means what he says, it is carried out. Double talk is largely responsible for a negative reaction. We will all agree that there are many factors which influence the control of un safe acts. I selected for this discussion five which appear to me to be the key factors and briefly summarized they are: 1. Job Placing--Selection of the roan ac cording to physical abilities and emotional stability. Proper matching of the man to the job and the job to the man. 2. Job Trouilnp--Make sure the man fully understands the mechanics and operation of the job to which he is assigned. This can be done only if the supervisor himself fully understands all phases of the operation, the hazards attendant to the operation and the controls that should be established. 3. Supervision--Oose checking on men for observance of safe acts taught during the training period. In the case of older employees, close supervision to maintain these practices which the supervisor has developed for safe work and operation, fn this ease, review of first aid injury re ports, supplies many dues for the establish ing of unsafe acts. 4. Outside Influences--Varying factors including home environment, economic prob lems and health problems all add to the factors responsible for the unsafe acts. 5. Discipline--Proper discipline to en force the safety policy of the plant will re move the all too frequent statement, "I have told him time and time again.'' Unfortu nately, there seems to be two sets of operat ing procedures where rules are concerned. Plant rules for production and process prob lems are observed without question. Safety rules and regulations many times are ignored or merely tolerated without too mueh co operation.wAt INSULATING & ROOFING (RoimI Table Dlscatsloa) Presiding: Hugh M. Jackson, manager. In dustrial Health program, jotuis-Manville Corp,, Hew York city Recorder: Raymond J. Preston, safety su pervisor, The Philip Carey Mfg. company. Cincinnati. Ohio t. IPould like to hear u-hat kind of house keeping program plants have and methods plants us* for reporting to main officer a. Insurance companies have housekeep ing inspection reports that could be used. 43 1957 National Safety Congress b. One plant uses a demerit system with percentage taring. Safety committee nukes inspection with safety super* visor and foreman. Committee evalu ates and nukes ratings. A copy is sent to each supervisor giving condi tions. Low .raring plants receive a letter. c. Housekeeping standards should be set. Determine how often scrap should be cleaned op. Should keep scrap and debris off floor entirely where possible Have to set up sched ules to do major cleaning jobs such as dust removal. Assign men to clean up work when there is down time on machines. ' <L Use photographs on house keeping inspections to pinpoint bad conditions. 2. Him is dust removed from beams? x Efforts should be made to eliminate dun by collecting at the source with effective exhaust systen. b. V'acmes dean. c. Periodic blow down, that vacuum off floor. d. One company ases a portable vacuum cleaner with plug-in Marions for vac uum at various locations along the line to ciimmatc the use of aa exces sive amount of hose. 7. Hare employees been given any type of formal trmninf in ike use of Kcptified petroleum got? x Is tome stales the code alls for very stringent ssfay precautions is the handling and nsc of Bgtaflcd petroleum gas. b In aac plant the general engineering group developed a manual which ud a a inane program for all wot or hnattog tins gas. Articles aee ah* primed m the gkum pubhesuca w edaanr peopie farther m t`,T iuir me id lias type of gas. ", Wnttca awwimamas far paople ***-**g cas nodes. 3 What type of Wain# pesgrgm is used foe tU upturn mi driaenf Only one cenunwy has formal traaang program which jnchda aa rimelt coarse. Annual physical exawana- tious are given with emphasis oo vision and heart. 5. Have plants experienced eye inftammalion from dust partielesf x Generally only irritation was experi enced. 6. Wkal has been the esperienee with cor rection of pallets dropping on taesf x This seems to be a fairly general problem. One company makes it man datory that employees wear foot guards on jobs such as take-off on roofing machines where pallets have to be dropped into position. b. Use metal' straps to cradle shingles which eliminates pallets. c. Use jtg instead of pallet. Pick up shingles from jig with fork trade and place in noofe 7. Ham do yon get unsafe pallets out of service? x -Supervision's job to check this and see that they are taken out. fa. Pallets to be taken out of service marked in warehouse with dab of red paint. S How do you create safety awareness on part of employees? x Persona] contact with employe* by supervisor is best way. Hare 15-mtnute-a-day program with at hast three moa per day. This program can be audited by asking met if supervisor has talked to them. b. SDver dollar approach. Ask employees how many day* smee last disabling injury or certain safety role in their department, if they can give the cor rect answer, give then a silver dollar. e. If aa employee has too many in juries send a letter to his supervisor. d Crnit aslmaaa through depart mental safety meetings. c. Use Safetygraphs from the National Safety Council. f. Make sure mploym get the proper jflstmctiona. *. Safety awareness comes through training. h. More engturn ring is nrelri before we can say that hek of safety censdowmess is to bhme. Fenmplt: New Pulp and Paper industry shingle mill machine installed. Take off man bad to reach about head high to catch shingles. He polled a pallet up and stood on it to make working position less tiresome. Sev eral days later as he stepped down off pallet he turned his ankle. Report showed that employe* was carries*. But wasn't lack of proper engineering the real cause? L Need better communication between engineering, safety and production departments- Plans for all new in stallations to he approved by all con cerned. j. Use industrial engineers to make sure proper methods are set up and audit periodically to see that sale methods are still being followed. 9, How da you prevent the two inside men on shingle take-off from tripping over rotters or striking head? x No one else seemed to have this problem. Most mice-olTs are designed so that all take-off positions are m the outside. 10, What is the Policy on use of end prortding eye protection? a. No company represented makes wear ing of eye protection mandatory over the entire plant Most plants define hazardous areas such as machine shop, saturator area, take-off. etc. and makes wearing of eye protection man datory in these areas. One company makes wearing of eye protection man datory for employees with one eye and maintenance employees. b. Most companies provide other than prescription safety glasses and gog gles to employees. Some companies secure prescription safety glasses for employees at company cost if em ployee provides the prescription. Other companies stand the full cost of pro viding prescription safety glasses for their employees. c. Um of a mild soap solution to wash glasses will help to prevent fogging. d. Bifocals on the top of the lens of glasses for welders, electricians or other employees required to read gauges overhead have proved to be very satisfactory. It, Is wearing of safety shoes mandatory? a. Most companies do not make wearing of safety shoes mandatory. b. 1b one company operation where toe protection is mandatory the company provides over-the-toe metal guaxds. If employees wear safety shoes, the guards are not required. c. Most companies provide shoes at cost 12. li \'.r,':'"dy checking operating rfficimey othc >>'tn by accident frequencyT x Check by accident costs. 13. Does anyone have mandatory rule of not wearing rtngs on the fob? x Most companies do not have such a rule. b. One company has a mandatory rule after having a serious finger injury. c. One representative reported that just before coming to Chicago to the meet ing he had to cut a wedding band off the finger of one of the employees in his plant. N What has been the experience with back X'.-roys on pre-employment physicals? x Only one company reported having experience with back X-rays. The cost is about $15.00. Reveal about 65 per cent have some back problem. Not all are rejected, but rejects run high in some cases. Back eases have been reduced since prorgam was ini tiated. Plan to extend program lo other plants within the company.Jk 45 REHABILITATION IN ONTARIO, CANADA by DR. MUCI H. YOUN9 superintendent Hospital ft Rehabilitation Center* Malton, Ont, Canada The aim o oor program of treating the injured workman is to prevent accidents and subsequent disability and loss of skill to in dustry. To accomplish this, the muted effort of legislators, management, labor and medi cine is required. The immensity of the problem is seas ta the statistics of Ontario; where more than 120,000 work accidents occurred resulting in more than 70.000 persons being off work for more than five days. The answer to this problem is sought through the effort of the legislators, managment. labor and medicine, with legislation interpreted by the Workmen's Compensation Board, con sisting of three members. It is within this framework that wc can accomplish some success in rehabilitation. t shall discuss our work in cases where an accident has occurred and injured the work man. Our program considers the injured person as its key. man by a *- The needs of any gives individual vary. Consequently the services offered by the various representatives of this team will vary, depending upon the individ ual patient requirements. Thus, we provide a program that may be fitted adequately and suitably to an individual's omfv LADIES GUIDf MEN We do no active surgical care at our Center. Ours U the care of the patient after the initial medical and surgical therapy. The members of our team are staff doctors, oc cupational therapists, physical therapists, re medial gymnasts, rehabilitation officers, psy chologists, nurses, recreational officer, part time teacher and an administrative staff to see that the overall emit functions smoothly and without delay. In addition, we have the various elements of a maintenance staff, such as cleaners, kitchen and dietary per sonnel, making a total of 22S. AIM OF FROGRAM A definition of rehabilitation is "the proc ess of returning an injured workman to a normal and healthy position in his commu nity." The basis of our process is rehabili tation, and to be successful it must be con tinuous from the first aid station to the return of the injured workman to suitable and gainful employment In the majority of injuries the patient's own community is where this program should be carried out. Consequently, we strive to utilise the com munity's resources to medicine to their maxi mum. There is a point in the injury when more than jhe supervision of a doctor, physical therapist or any other single person is neces sary. There ts also a point in the procesa of the patient's recovery when the patient's belief in himself begins to wane. To deal with this set of drcumstancea the Ontario Workmen's Compensation Board provides a Hospital and Rehabilitation Center. At this Center are the various skills to accomplish our objective, and to superim pose leadership towards recovery for the Only male patients are treated at our Center. Therefore, we choose a good per centage of female therapists, since it is my firm belief that we are all notoriously lazy and selfish, and have a natural instinct to exhibit our talents in front of members of the opposite sex. In this way we have an atmosphere which is void of any militant routine and one In which the necessary element of patient co operation is stimulated. The young ladies oo our staff are particularly skilled In the approach to our workmen, and ta obtaining a maximum performance under a given set of conditions. Our program is basUa&y to gain the maxi mum physical performance which a nun will do. Any pregram under any circum stances, is only as observation what a man will do. not what he can do, for none of us really know what we can do in terms of physical output, but we all arc aware of what we will do. We will da best only what we want to do (the selfish side of our nature), and In our own time (the lazy side of our bring). 46 Pulp end Paptr Industry Certainly the old adage that "you can therapy by easing discomfort; facilitate the lead a horse to water, but you can't make next step of the rehabilitative treatment-- him drink" applies in oor work. It must be functional treatment remanbettd that the sum total of this pro In this treatment various occupations offer gram is the assessment of the individual the necessary use of muscle co-ordination from start to finish, and this assessment is to increase strength so the patient will gain only oa the basis of what a man will do, not confidence in his own ability aod sake what he can do. In ascertaining the physical progress. The use of these methods prepares capacity of an individual, we must have the the man for the work he has to do. I try patient's full co-operation. This can only to explain this to ray staff by using the be achieved by gaining his confidence. analogy of taking a quinine capsule. None of us would take a spoonful of quinine and GAIN MEN'S CONHDENCS drink it down with water, even though we At the outset we attempt to gain the pa tient's confidence by a thorough discussion of his problems with a staff doctor. This discussion is then followed by a complete examination of the injured part. We must remember we are treating an individual, not merely an Injured port. Therefore, during this interview and ex amination we relate the man to his injury. Our patients frequently remark this is the first time they have had an opportunity to discuss their problems thoroughly with a doctor. This initial period also gives the knew the results would be beneficial, because of the extreme bitter taste of quinine. However, in a capsule it is easy to take and we obtain the same beneficial results. So, with the passive forms of treatment, these set as a capsule around the next step --obtaining proper muscle action individually and in a group manner, thereby increasing strength, as well as re-establishing patterns of movement. It is in this particular field that our Center has made its unique con tribution. FATIENT SELECTS ACTIVITY doctor an opportunity to understand the We use occupational therapy to develop patient's problem, and from this a program and re-establish muscle patterns, adapting a of active treatment, based on physical func craft or activity to a production function. tion, is assigned. In choosing an activity for the patient, we There is a saying at our Center that if the non remains with us for four days be will remain willingly until his treatment is completed, because he observes the staff's , find if a patient chooses to make a product he or his wife or mother might be interested in. then we have the first evidence of good co-operation. We follow this, with direction personal interest as well as his own oppor by the occupational therapist, into that ac tunities for improvement. He also talks with tivity which will produce the most benefit fellow patients and they impart to him for his injured part. knowledge that we try to assist him us get The activities which wc use of a tighter ting better. PHYSICAL THEftAFY nature are arts 'and crafts, of a moderate nature we use carpentry, handling projects node from wood, and in our heavy program Just as it is essential to have the patient's we 4se gardening, or simulate or duplicate co-operation, it is equally important for the patient to see the actual benefit from his treatment. Host of our patients fed the only form of trcotnmst which benefits them is physical therapy. This is the application of heat to a given part to ease discomfort, the use of massage for relaxation and to ease discomfort, the applications of electri cal therapy, or the use of the full length water bath for relaxation. the man's activity. For example, if it were a hand casei we may want a fine movement such as a needle and thread activity. However, we go over a list of projects with the patient to find out what he would tike to make for himself, or others. His choice will be guided so that making the article will require proper functional use of his hand. It will have the interest necessary, because our patient is doing something he Any one or all of these methods are In wishes to do; and he will also be exercising terpreted by the patient as being active and his hand properly, regaining its proper co useful treatment. These various forms of ordination with other posts of the body. 47 1957 National Safety Congress In- this any we have rugged lumbermen, tivities graded into classes. These daises miners and construction worker* accept are organized on an anatomical basis, for light, unrelated activities with enthusiasm. example, the bade class, shoulder class, foot Certainly a few patients are not interested class, hip and knee class and special hand in Ibis project, so we must look further to find what will satisfy their desires and our requirement*. It is necessary that the patient understand his activities. class. In these rimes we have group morale development which stimulates the patient. Here the pedant sees those about him who are much worse off physically. It is gener CASE HISTORY ally true that the more severely handicapped put forth a greater effort, and, is truth, l like to mention the case of John, hos shame those less severely handicapped into pitalized at our Center after an amputation a greater degree of cooperation and per of his right arm above the elbow joint On formance, After a patient says he feels he the first day of his hospitalization, be came can go back to work if so-and-so^ who is to me in my office to say in a very bellig much worse off than he. can perform the erent manner, "I don't see any reason for way he does. He sees no obvious reason staying here at alL That girt in green gave why he should not be able to carry on at me, if you can imagine it, a bail to throw, his former gainful occupation, and horseshoes to pitch with my left arm.** He said. "I certainly see no reason why I MEN. GARDEN, PAINT, PIASTER should be required to do this, nor am t In this group of classes we also have an going to stay any longer to find out" obstacle course, which is a of in After discussing his problem for ooe hour, creasing physical exertion, as well a* a lot he was convinced that although we were of friendly competition among our more going to fit him with a prosthesis and that advanced patient groups. As the potion the prosthesis would help him is holding progresses with his program, we try to in and carrying activities, he would have to crease his activities so that he is faring utilize his minor hand and arm to a greater forward an effort as near to the degree than before. The principle behind as possible. To do this we utilize a variety having him throw a ball and play horseshoes of media. was the find step in gaining co-ordination of this part Into a new muscle pattern, and gradually finer skill* could be introduced for this previously little used We have 12 acres of grass to eta, and purposely do aoc have power motors. \V have our patients with various types of in juries push the Mwnmowers in groups, and REMEDIAL GYMNASTS thereby keep the lawns in shape. We have flower gardens prepared, planted and main This patient was the secretary oi a local tained by patients. We paint the inrides of press plant union, and is a week be became our buildings, not ooce, but assay times by one of our staunchest advocates. One's patients who are painters by trade, or re greatest support comes from the opposition quire shoulder activity on their particular who have been converted, because he has job. By gradtating these activities the pa beat convened by reason. By the same tient gains confidence ia his ability to hand]* token, men with shoaJder injuries work on his own work. looms, working at the level of the shoulder, which requires increasing range and muscle WORK ON BOXCARS power to hold the arm in its new position, and all the time the ana is exercised in its proper manner. In this stage, to gain muscle power we utilize resistance exercises through the guid We have the shortest railway ia which Is frequently raised and lowered by injured railway persooneL For the plasterer, we have an area of wall which is continually being plastered to test the man's skill In ance of male therapists. These therapists plastering; for the bricklayer we use the are called "remedial gymnasts.** In this field bricks of bis trade and allow him to re we consider the male represents a better establish the fact that be can bend, if be leader than the female. Under the remedial is a hack case, or lift and handle brick*. If gymnasts we also have group exercise ac h* I* an aim or shoulder cue 48 Pulp and Paper Industry ' He may also carry the hod to gain con fidence in ladder climbing. We also have provided a boxcar for those railway men who have to climb and walk, and otherwise handle a boxcar. All these activities are used on a graduated basis to regain the conditioning of the workman for his previous occupation. If a medical or surgical consultant is re quired on case, we refer these men to spe cialists. In our particular area we utilize the staff of the University of Toronto to assist us in sorting out the difficult problem* regarding treatment. One year ago _ we acquired the services of two highly skilled psychologists to evaluate a man's potential for work, to give aptitude tests to those who must change occupations, and assist us in counselling patients who arc not responding to the program. We represent as large a psychological unit as there is in this type of work, because our program stimulates Psychological health. A question commonly asked us is, "Do you have out-patients at your Center?" The answer is, "We do not" We can better rehabilitate the patient if he remains for the entire treatment day. By doing this we can control his daily routine. In addition, we provide him with rcerenrional facilities during the off hours and evenings. A patient who takes our program is required to maintain a reasonable habit as far as work hours are concerned. He is up at 7:30 urn. for breakfast at 8.-00, and commence* hts daily six hour program by *-JO p.m. WALK 2-3 MILES OAILY Every patient is required to walk a mini mum of two to three mites a day. Actually most of our staff cover the same distance. This is true without any other treatment consideration--about five to 10 times the distance he would walk while at home. There are no places nearby to obtain food other than that provided at the Center. Consequently, our patients are reasonably prompt at meal hours, and this keeps them in touch with the type of control most arc accustomed to in industry. The program is on a timetable basis, which requires their attendance--and their attendance is checked. This, again, is supervision comparable to that in Industry. When the patient is sufficiently improved to return to employment, we arrange his discharge from the Center. Approximately 80 per cent of our patients return immedi ately on discharge. This is arranged through our industrial placement officers during the patient's stay at the Center. They contact the patient's employer and try to give him an idea when the man will be available for work. From the medical side, the original attending doctor is informed by a full med ial report on his particular patient every two weeks. No matter what type of program is set up, we cannot really duplicate all aspects of a man's occupation, and therefore, return to work represents the fourth stage in the man's recovery. THE REAL TEST The fourth stage means returning to old friends, to areas where his skill was used before, but where he tests hi* real ability in competition, and must not only co-operate, but co-operate and produce at the same time. This is an added factor which is most ilifficult to duplicate. We, therefore, ask our employers to con sider this fact, and many patients receive iome form of work modification. The dura tion of the modification varies with the individual case. The employers in our province assume a moral obligation in the vast majority of cases to take back their injured workmen. This is a purely moral obligation, because no employer is, by law. forced to accept s workman after injury. We feel that those who do not return to work represent the failure from the Center, even though they may have recovered sufficiently to become independent We like to fed that there is a place back in industry*, since each of dies* men aune from industry. We do not want to see a scrap pile of broken, unproductive bodies, which represents people whose whole aim in life has been shattered by an industrial acridmt However, some end this way despite all our efforts. The greatest contribution to lessening serious industrial disablement is preventing the accident which has caused the disable ment. If it doe* occur, however. I have 49 1957 National Safety Congress described a program of activity led by a team of dedicated people, from the sweeper to the doctor, whose only Interest is locating a Solid road to recovery for the injured workman. We do our utmost to abolish disability which can be abolished by treatment. But if this is impossible we then assist the patient in accepting his disability, and attempt to motivate him to come out with an accepted disability with which he will meet his future in the industrial world.-A. SAFETY TRAINING FOR FIRE PROTECTION FORESTERS by JOHN F. SHANKLIN staff assistant. U. S. Dept, of Interior, Washington, D. C An official report transmitted by the Bureau of Land Management to the Sec retary said of the bad fire situation whieh existed in Alaska this put summer: "As a result of a combination of factors, the Bureau of Land Management is expe riencing a serious fire situation in Alaska. The driest year in the interior since 1906, coupled with the normal difficulties of vast areas, isolation and rough terrain has created a "bust'' fire suppression condi tion. To combat this situation the Bureau has expended Emergency Fire Funds at a rate of 15 to 20 thousand dollars per day during the month of June. Such ex penditures are continuing this current fis cal year and trill probably continue through July unless normal rainfall oc curs. "Approximately 400 fire fighters have been mobilized and dispatched to going (ires, 12 supervisory personnel were drawn from Area 1, Portland, for assistance in directing fire fighting during June, and 12 replacements have been obtained from Area 2 at Salt Lake and Area 5 at Den ver f<yr similar aid during July. Extra tools and equipment have been purchased through GSA at Seattle and flows to Fairbanks. In addition to the six BLM owned and operated aircraft, light planes and helicopters have been chartered from private sources. The military forces have provided excellent cooperation on an emergency basis by providing helicopters and manpower. In addition, the military 50 has assisted the logistic situation by fly ing gasoline and other supplies into air strips being used as fire operations bases. THREE HRES DAILY "An average of three or four new fire* has been and is being reported daily. Most of the fires are lightning caused and appear to have started high on the ridge* in spruce timber. During the initial period of the fire fighting season simultaneous lightning fires at grot distances apart forced the Bureau immediately to commit its full fire fighting resource to its physi cal limit. Continued dry weather, increas ing hoars of daylight, and exhaustion of manpower soon created a lag in the num ber of fires reported and the number upon which initial action could be taken. "To meet this continuing demand, the Area Fire Control Officer was forced to establish areas of priority within which initial action could be taken consistent with existing transportation and commu nication facilities. Manpower has not been the critical item. Once a fire crew was committed to action on any one fire, ad ditional demand burnedlately developed for the air transportation of relief man power, additional tools and supplies. The air transportation of these items thus be came the limiting factor. "Action on all new fires occurring oatside of the limits of air service had to be postponed or rated oat. It is for this rea son there has been an average of approxi Pulp end Paper Industry mately 40 fires burning daily with about halt of them being manned. Complete control action without rainfall on fires in excess of 40,000 acres appeared to be physically impossible. By July 1 an in* erasing smoke pall from the several targe fires in excess of this acreage had made aerial reconnaissance and regular fire line service practically impossible in some areas.*' During that period contact was lost with fire fighters for as long as three days at a time, due to the tremendous volume of smoke. Difficulty was experienced in dropping iood supplies and additional fire fighting equipment. More than five million acres were burned over. The tremendous and hazardous operation to bring these fires under control has a direct relation ship to the training in safety instituted by the Department of the Interior. To understand the problems confront ing the Department in its safety training program as related to the forest resource* administered by the Department requires hrst, an understanding of our responsibili ties. EXTENT OF RESFONSIIIUTy The Department of the Interior has a total of approximately 57 million acres of forest and woodland in the continental United States. In Alaska it is responsible tor some 125 million acres of forest and woodland, including 40 millioa acres cov ered by mature timber and 85 million acres of woodland most of which has been devastated by fire and in various stages of natural revegetation. There is an additional 325 millioa acres of range, marsh and timber requiring protection. The annual utilization of timber from forests administered by the Department has been averaging approximately bil lion board feet m volume and with a value of nearly 25 million dollars. The average number oi fires for the past 10 years has been slightly less than 2400 and our aver age fire loss for the past 10 years has been slightly more than one million acres. Four Bureaus of this Department arc concerned u-ith land management and especially with forest administration; the Bureau of Land Management, the Bureau of Indian Affairs, the Bureau of Sport Fisheries and Wildlife and the National Park Service. Wide difference* exist be* tween these Bureaus as to their basic ob jectives. The National Park Service administer* approximately six million acres of forest lands in the States and approximately one-half million acres in the Territories of Alaska and Hawaii. The obectives of 'management are primarily to maintain the forests as nearly as possible in their nat ural undisturbed condition. These forests arc cherished for their aesthetic and sci entific values. Portions of them are heav ily used for recreation. CARES FOR WILD LIFE The basic problem of management is to devise ways and means of handling the increased visitor load to the parks safely and at the same time conserve the forcsts in their natural state. A total of 55 mil lion people visited our national parks and monuments in the calendar year 1956. , The Bureau of Sport Fisheries and Wiidtifc administers about H million acres of forest lands of which Y> million acres arc considered as commercial for ests. The timber lands found on the na tional wildlife reiuges are managed to demonstrate practical means of develop ing and maintaining optimum game popu lations, to produce removable surplus wildlife species for restoration projects undertaken by other Federal and state agencies, to determine the practicability oi research findings in the management of forest habitat, to explore means oi managing wildlife population, for removal oi animal increment through regulated public Hunting and, consistent with these objectives and in accordance with sound forest management practices, to obtain the maximum timber yield and return from the refuge forests. OFEKATED FOR INDIANS The Indian forests, of which 6V4 million acres are considered commercial, have the distinction of being managed under the first Federal legislation in the United States in which the practice of sustained yield management was definitely pre scribed. The management of the Indian forests is directed towards the same ob jectives sought in the management of a public forest. However, there are certain 51 W57 Notional Safety Congress fundamental difficulties which give rise to radically different management prob lems, Indian lands are private property held in trust lor the Indians by the United Slates. As such, the timber resources must be managed^for the best benefit of the Indian owners. Moreover, by reason of the fact that the Indian forest property is so closely interrelated with the welfare of the Indians themselves, forest man agement plans must recognize the gen eral Indian problem and be coordinated with the v' hole program of social and economic betterment for the Indians. This necessitates a far greater flexibility in long-term forest management plans than is ordinarily required or considered ideal from a purely technical viewpoint. Generally speaking, the first objective of Indian forest land management is to obtain high level timber production. The second is to obtain tor the Indian owners the highest possible income not only through the sale of stumpage but also through the direct employment of In dians. The forest lands administered by the Bureau of Land Management fail into three major categories. The first, the re vested Oregon and California railroad grant lands and reconveyed Coos Bay Wagon Hoad grant lands in western Ore gon, commonly referred to as the O&C lands. Second, the public domain forest lands in the continental United States, and third, the public domain forest lands m the Territory of Alaska. TOP AMERICAN FORESTS Forestry on the O & C lands presents one of the most challenging problems in American timber management. On these lands are some of the finest stands of original timber left in this country- Their economic and social importance both lo cally and nationally places them in the front rank of American forests. In ac cordance with basic legislation, it is the policy of the Department to restrict cut ting timber on these lands to their sus tained-yield capabilities. It is the policy of the Department to direct all timber cutting operations under approved rules of forest practice. More over, it is the policy of the Department that these rules of forest practice shall be established only after full consultation with a local advisory board consisting of citizens of the State of Oregon who rep resent the lumber industry, the forestry college, conservation associations, labor unions, grazing mining and agriculture. The management objectives for the ap proximately three miltioa acres of com mercial public domain timber in the West are much the same as for the O & C lands. However, these plans are subject to the establishment of policy determina tions as to whether the lands should be retained under the jurisdiction of the Federal Government or should be dis posed of to public agencies, private citi zens or corporations. In addition to these commercial timber lands there are 25 million acres of wood lands on the public domain. These arc found chiefly within the grazing districts and are of considerable importance locally as a source of fence posts and related ma terial for use by the range industry. The management of these lands is definitely keyed to the objectives sought in the man agement of the range lands. FIRE SAFETY MAJOR FROILEM In the Territory of Alasla a major problem confronts the Department in de termining proper management for the tre mendous extensive areas of forest aad woodlands. To date the objective has been to provide something approaching adequacy of protection from fire. This has not been entirely achieved, as refer ence to my opening statement in this paper will show. But the future appears to be much brighter due to a better un derstanding by the citizens of Alaska of the need to exclude fire from the Terri tory. To relate safety training for fire fight ers to the fire situation referred to in the opening paragraphs of this paper, let us look at exactly how the Bureau of Land Management provides safety training. The Bureau at the present time does not have either a safety manual or any specific safety instructions issued solely for training in safety with respect to forest management. General instructions per 52 Pulp and Paper Industry taining to the entire work of the Bureau have been prepared by several of their field offices. All field areas use safety ma terial issued by other agencies. Federal, state and private. The Bureau does not have a safety com mittee functioning at its national level, but each of its major regional offices has a functioning committee. ICone of these regional, or area offices as they are termed by that Bureau, nor any of its state offices have made any special safety studies in the field of timber management, and no analyses have been made of acci dents occurring in the timber manage ment field alone. TRAINING SESSIONS However, each year training sessions are held for fire control and timber cruis ing. Such programs always include train ing in first aid and safety. The Bureau has approximately 300 per manent foresters and 60 temporary for esters. It operated during the past year lg fire training schools at which approxi mately 250 employees were present. It also operated five timber cruising schools at which approximately 100 employees were present. Furthermore, 24 Bureau employees attended some six training schools supervised by other agencies. All employees are required to follow certain safety practices including those employees concerned with forest man agement. These safety practices include: 1. Equipping all of the Government vehicles with fire extinguishers and first aid kits. 2. All fire fighters are being equipped with hard hats as rapidly as sufficient funds are made available. 3. On all project fires a first aid sta tion is manned by qualified first aid at tendants. 4. All employees are encouraged to take the essential courses in first aid. 5. It is general practice not to permit single persons to work in an isolated area. Two or more are always assigned. 6. Radio communications are being in sulted u a safety measure in fire control. As examples of the exact safety pro gram, two states will be described quite comprehensively. IDAHO SAFETY FROGRAM The Bureau's program in Idaho is fairly well organized. It so happens that the Area Fire Control Officer is also the chairman of the safety committee. Ac cordingly. he also handles the safety pro grams at the fire training schools. AH Bureau vehicles in this state are equipped with a safety packet which includes a first aid kit and instructions for first aid treatment together with the necessary forms required for accident reporting. All grazing districts in this state are equipped with a very high frequency radio communications network. A base station is located at strategic high points to in sure communications to mobile units op erating in other parts of the state. From a safety viewpoint, radio communications are very necessary. Second, the Territory of Alaska. In Alaska, as we have already indicated, spe cial problems confront the Bureau in _ safety training. In Alaska, two foresters ` serve on the Territorial Safety committee. All permanent and temporary foresters and temporary fire guards are required to take first aid training. This training includes instructions on survival in the Arctic. To insure the safety of employees working on fires, cruising timber or on routine inspection, it is mandatory that the crews consist of two or more. USE CHECX-OFF UST In order to insure the safety oi all em ployees involved in air operations in con nection with the. fire control and timber sate programs of the Bureau, the Civil Aeronautics regulations arc followed ex plicitly. This includes the use of a printed check-off list before each takeoff. The Bureau has developed picnic areas along the highways in Alaska especially at those points where the highways either cross streams or are close to lakes. This was done essentially as a fire hazard re duction measure. Campers, picnickers and travellers who stopped along the high ways to cook a meal usually found heavy debris and deep organic material. To dear out a place for cooking or warming fire was quite discouraging. Many times fires were built on wet organic materia) that was to some cases mistaken for 53 1957 National Safety Congress mineral soil. Many fires have originated from such a situation. However, with the development of over 30 picnic areas by the Bureau, the incident of man-caused fires along the highways was measurably reduced. Comparable tfaining is given in the Bureau of Indian Affairs. However, there is a very interesting development in the field of fire safety training which involves the Indians under the administration of this Department. We have what is called the Red Hat Program in which several hundred Indians from the Southeastern states arc annually trained. These Indians, it has been found, make the finest fire fighters of any personnel us the United States, and their services are utilized by all forest fire services both in this De partment and in the Department of Agri culture as well as by state agencies. LOW ACCIDENT RATE This training program, initiated by the Bureau of Indian Affairs, includes train ing t>y the Forest Service and the Na tional Park Service. The training afforded these Indians has certainly paid off well, not only in bringing fires under control but m taking care of themselves while on fire lines with the least possible record of accidents of any group of forest fire fighters commonly used in this program. The isolated nature of the installations maintained by the Bureau of Indian Af fairs on each large reservation presents serious problems tn protection and safety training. Many of the reservation agen cies are in close proximity to extensive areas of forested land. The protection and training of thou sands of Indian children who attend res ervation schools in programs designed for their safety are of special ccocern. Fire hazards are high because the agency buildings are generally old. Con sequently the wiring and heating systems are often inadequate by present day stand ards. Occupational hazards are ever pres ent in the numerous garages and other sen*ice shops where power tools are in use. In recognition of its special problems the Bureau has a safety committee func tioning at tbc national level. Similar com- mittees function at the Area and Agency levels. In all, there are over 100 safety committees. A Safety Director has been appointed to head up the program. Two safety engineers were hired within the year to provide guidance and impetus to it. NATIONAL SAFETY COMMITTEE The enthusiasm created in all ranks oi personnel by these developments in the safety field insures that this program will take its rightful place among all the others carried on by tbis Bureau. The safety training of fire control personnel should benefit under the skilled direction now available. Finally, let us look at a problem in safety training which is allied with our management work. Recreation is consid ered one of the multiple uses within the over-all forest management programs of most land managing agencies. For ex ample, more than 53 million visits were made to the national parks and monu ments last year, and while these visitor* are on Department lands every effort made to insure that the visit includes a safe experience. SAFETY FOR VISITORS Here are some of the activities in health and accident prevention which are applied to visitor activities and also to employees in general by the National Park Service. In order to insure visitor health, many types of actions arc required including: a. Provision for potable water. b. Provision lor sanitary rest rooms. c. Provision for adequate garbage disposal and camp ground cleanli ness. d. Provision for first aid facilities. e. Provision for inspections of eating and lodging facilities in order to insure adequate sanitation. i. Provision for hospitalization and medical care. g. Periodic inspections of bathing and swimming facilities. h. Elimination of noxious insects, plants and animals in public use areas. 54 Pulf and Paper Industry Many things are done for the safety of vistors. Highway safety practices are in cluded in the design, construction and maintenance of park roads. Hazardous trees such as leaning or dead trees are removed from the public use areas and road sides. Elevators, used principally in those parks with caves, are regularly in spected. All Structures within the National Park System _ are given regular periodic fire heard inspections. Fire control facilities for all structures are available and build ing fire brigades trained in structural fire control The Service maintains regulation and inspection of all mountain climbing activities. It maintains regulation and in spection of many water activities. It in spects ski lifts and tows and provides for safe practices for winter use activities. The Service trains and provides life guards, patrols and rescue teams. !t provides for safe walking surfaces, including hand rails and guard rails at hazardous points withio the parks. It pro vides boardwalks in the thermal areas and enforces all visitor activities pertain ing to enjoyment of bear and deer. The Service insists that safety features be fol lowed in the designs of new public use structures. It also has regulations for the installation of automatic sprinklers in multiple story hotels. EMPLOYEE PROCEDURES As employee safety has a direct rela tion to visitor safety, the National Park Service has developed many specific gen eral employee safety procedures, it has safety committees at all field and regional levels and follows the dictates of the De partment requiring Government drivers' iiccases- It provides orientation training and onthe-job training for employees, including training in safe practices. All employees' quarters and working structures have regular periodic structural fire hazard in spections. First aid training is required of all protection personnel.. It requires training of all personnel involved in structural fire control, water activity pro tection, and all mountain and winter sports personnel. The Bureau of Sport Fisheries and Wildlife has an over-all safety program which applies to the management of its forest resources as well as all uther ac tivities. The program is based on the Bu reau's safety policy which, in essence, states that safety is an integral part of every task. No job ts so important or no service so urgent that sufficient tunc can not be taken to perform them safely. Each employee is directed to give safety the same serious thought and con sideration that he gives other phases of hts work. The rules for safe operation of motor vehicles and certain other equip ment and tools as well as safety in con struction work are set forth in a Safety Requirements Handbook and other in structions. EQUIPMENT STANDARDS The Branch of Engineering is responsi ble for the establishment of standards in respect to the acquisition, operation, main tenance and review of operating methods for all equipment from the standpoint of job adaptability and safety, industrial safety, fire prevention, public and em ployee safety and prorides technical as sistance to the regional safety committees in evaluating the causes of accidents and making recommendations for remedial ac tions. Each Regional Office has a safety board and a fire board responsible to the Re gional Director for program development, directed toward improving safety condi tions and reducing fire losses. The fire board is specifically directed to assist the Regional Director in determining respon sibilities, developing programs to prevent fire losses and in improving fire pre suppression and suppression. The National Wildlife Refuges and Fish Hatcheries hold monthly safety meetings and on-the-job`training in their respective work activities, including timber manage ment and fire suppression. Periodic fir* inspections are made on all buildings and facilities. Over-all safety inspections are required of Regional Supervisors on each visit. Public education and active panic:pation in fire pre-suppression and suppres sion are sponsored in those areas of high 55 1957 National Safety Congress fire Hazard sad extensive public utiliza tion. Radio communication facilities arc used extensively in the National Wildlife Refuges to facilitate patrol and for di recting fire lighting activities. Controlled burning is practiced as a means of wild life management and to reduce fire haz ards in certain areas. Slash disposal and other fire safety requirements are writ ten into timber *~"vpT***T contract*. Each National Wildlife Refuge and FUh Hatch ery has a fire plan appropriate to its problems. The Department provides for safe working conditions for employees and where functions are hazardous, provides the necessary training to alert employees how to handle themselves safelyu^ HOW TO SET UP AN INDUSTRY SAFETY TRAINING CONFERENCE by W. C. CREEL safety director, North Carolina Dept, of Labor, Raleigh, N, C Safety training is one of the greatest needs in acadent prevention work. While this need is generally recognized, very little has beat done on an industry basis to pro mote safety training. One idea used suc cessfully by one section of the National Safety Council is to use the conference method to promote safety training. The leaden of the fertilizer section of the National Safety Council promote safety training for the fertilizer industry. They believed that the need for safety training wa% so great that a special committee was <e? up to promote safety training. The committee further felt the greatest need was on the supervisory level, and there fore. set up the Supervisory Training com mittee. This committee. with the full as`istance of the entire fertilizer section has conducted two successful industry safety training conferences. MUST TRAIN SUPERVISORS The first objective in setting up an in dustry safety training conference, is to sell the industry oa the idea. In the fertilizer Motion, the selling job started with the En tire executive committee of the section. The proposals of the Supervisory Training com mittee were explained, and suggestions were received at a regular executive esmuttce meeting. After complete plans were ap proved. the executive cuunuitlec was asked 54 to endorse the plans, and give fan coopera tion. Securing this cooperation was probably the most important step hi assuring the suc cess of the safety training conferaices. The grmt need for safety training in the fertifizer industry is on the supervisory level, as is true in the wood products section and the pulp and paper section. Once the tevd of the conferajee was established, emphasis was placed on making the conference as practicable as possibles With these ideas t mind, it was decided the conference should be in the form of a training course--more of a school than a social get-together. The general idea for the meeting was to instruct fertilizer industry supervisors ;rt ! latest techruqoes of accident prevention am: to tram them in setting up their own plant safety programs. Tbc importance of a supervisor in a plant safety program and the ways he eooJd reach the worker was stressed throughout the program. The topics on supervisory safety training included "Safety and the Foreman.'* "Know Your Accident Problem." "The Human Element.'* and "Safety Education and Train ing." Besides the topic of supervisory training, basic subjects in a plant safety program were presented. These included "Safety Organization." "Materials Handling and Storage," and "Housekeeping." Fuly and Foyer Industry A special session oa "Practical Problems in Supervisory Safety Training" was held to allow all partia'pants to take part m an open discusfioa. The coarse was based oa the needs of the industry and followed the suggestions in the National Safety Council's Supervisory Safety Traiotag Manual. In fact, this was one of the two textbooks used for the course The other was the Safety Subjects, revised 195^ U. S. Department of Labor. The agenda for the meeting was planned so that a wide variety of methods of safety training could be used. The straight lecture was used only in combination with some other method. DISCUSS MAJOR HAZARDS A most Important put of the two day program was a plained group discussion on major hazards in fertilizer plants. Each student was asked to designate on a card the group discussion section he washed to attend. Assignments were made on the basis of these requests and each student attended one of the three group meetings where the leaders presented the problems and lead an open discussion. At the ca! of one hour the groups met together and a designated person reported for each of the groups. The audience participation plan was used in the "The Accident Problem" presentation. Each student received a series of 12 ques tions to answer. At the end of the period the instructor gave the correct answers. The questions covered baste information on the accident problens in the fertilizer industry. The audience participation method was alto used in the presentation of the topic on "Plant Inspection." Each student was given a flow chart showing the steps tn the opera tions of a dry mixing plant and asked to mention hazards with which they were fa miliar. The instructor then summarized Ulcety hazards for (he important fertilizer plant operations. MOOC SAFETY MEETING A mode safety meeting was used as one form of pond discussion. Tbc instructors acting as members of a plant safety com mittee actually conducted a plant safety meeting. The instructor briefly gave the fundamental ideas of a safety committee before the mock demonstration, and sum marized the safety committee's part in a plant safety program after the mock demon stration. The instructors for the safety training course were selected to give variety to the sessions. A college professor presented the basic ideas of training; and an industrial safety engineer with teaching experience gave the basic ideas on accident prevention. Discussion leaders from the industry were selected to give prestige and guidance for the meeting. The idea of balance; as well as variety, was stressed throughout The accepted basic methods of presenta tion were used, including some from our visual aids. In every unit ooe of the best received visual aids material was the new National Safety Council series of training films, "Safety and the Foreman." This saves is recommended for any safety train ing course; The committee went to great lengths to plan details for the meeting. Besides the usual name badges, banquet and local news paper publicity, two or three different ideas were successfully used for instruction. At the mid-morning and mid-afternoon breaks, cokes were provided saving time and offer ing an opportunity for fellowship. In addi tion, all participants were given an oppor tunity to meet with one of the industrial leaders for an individual conference, on their specific problems. The two conferences were attended by 91 people representing 56 plants. Each partici pant received the basic ideas of safety train ing and instructions and materials^ to set up a safety training program for their individ ual company or {dam. Other regional con ferences arc being plumed for the fertilizer committee The executive ceznmittee of this section has completed a successful project and has done much oa an industry wide basis for the cause of accident prevention. I believe the* following conclusions will be of interest and benefit to all engaged in industrial safety. There is a real need for supervisory safety training in the fertilizer industry as well as the wood products and pulp and paper industry. The industry recognizes tbc need for supervisory training and will send plant 57 J9S7 National Softly Congress Pulp end Paper Industry representatives to a regional safety training conference, Full cooperation of the National Safety Council, state agencies, and safety leaders can be obtained for conducting supervisory safety programs. The fertilizer section of the National Safety Council is comparatively new. The wood products section, and the pulp and paper section are not only much older, but are larger and more influential. It is a real challenge to yon as individuals and repre sentatives of your section to do something about the need for safety training in your industry. If you want to make a lasting contribution to the cause of aeddent pre vention in your industry, urge the executive committee of your section to start immediate plans for safety training.^ PROMOTING WOODS SAFETY by J. KENNETH PEARCE professor of Logging Engineering, College of Forestry, University of Washington, Seattle, Wash. In considering what I. an amateur in safety, could say to you professional safety men who represent firms with ex* cellcnt safety programs and award-win ning safety records, my thoughts wan* dered back to my laboring days in the woods. Thirty-seven years ago I was hired as a third rigger on a Lidgerwood skidder out of Union Milts, Washington, now a ghost town. I had worked on ground lead and high-lead yarding crews but had no experience with skylines. My first morning on the job the head rigger handed sledge hammers to me and another green young third rigger and told us to go knock the tatl hold on the skyline loose. That was all the instruction we received. We proceeded to the back end where the one and one-half inch diameter wire rope skyline was wrapped around a Stump and fastened with rail road spikes. One thousand feet of skyline was suspended 100 feet in the air between head tree and tail tree shoes. SAFETY ORIENTATION The surplus length of the skyline lay stretched out on the ground to one side of the stump. We started knocking out spikes, and soon the skyline started to run. The wraps sizzled and smoked around the stump and the loose end flailed around like a snake. How we got out of there alive I don't know. That incident typifies the "let him team the hard way like I did" attitude toward the green hand coming into a logging camp in those days. No one told him how to do the job safely. Great progress has been made in woods safety since those days. In the operations today safety goes hand-in-hand with production and safetyminded foremen keep a watchful eye on the training of the green hand. But are you doing all that could be done to pro* mote safety at the time the worker is most receptive, most eager to learn? This time is when a young man first comes to work in the woods, or in your operation. Many of my senior logging engineering students have worked one or more sum mers in logging labor jobs. Some have worked for companies with outstanding safety records. When I asked the students what orientation or safety training they received, all replied that they started right to work with the whistle the morning they reported. Any orientation they re ceived came from their immediate super visor. They felt it was just luck if they started under a helpful, safety-minded supervisor. (Of course it was good management, but they did not realize it at the time, and no one told them this was part of the safety program.) The concensus of the students said that the weakest part of the safety and labor-relations program of the employer was how they were handled my own ideas, as an ex-logger, foreman when they first went to work in the and superintendent woods. l. Orientation Session. The first morning Some executives in the Pacific North they reported the new men would be west togging industry have felt concern brought together for an orientation ses that young men from communities which sion. The Logging Superintendent would traditionally furnished woods labor are tell them of management's interest in going instead to aircraft and other Indus* safety and other company poticies. An i tries. One deterrent to recruiting the ac- organization chart of the operation and I tire, intelligent young men is the accident authority might be shown. ! record of the togging industry, well Opportunities for advancement in jobs known in woods communities. with the development of skilts and learn ACCIDENTS DISCOURAGE WORKERS ing by experience would be explained. The timekeeper would explain pay periods Not so well known is the fact that log ging accident statistics show the highest Accident frequency rate among the young est age class and the group with the least number of months experience. Efforts are and procedure, deductions and insurance plans. The forester or fire warden would emphasize the importance of fire preven tion and the organization for fire-fighting, since every man in the woods is a po being made through junior Logging Con gresses, vocational talks to high schools, and industry films, to attract young men to the logging industry. A good safety record could be a potent recruiting aid. The book "Safety Subjects" published by the Bureau of Labor Standards, U. S. Department of Labor, used as a textbook m my class "Safety Practices in Forest Industries." makes a distinction between safety education and safety training. Edu tential fire-fighter. Z Safety Education Session. Following the orientation session, the safety supervisor would take over, and tell them of the safety program, first aid facilities and the training program. Safety training films are available from the various Loggers Associations, the American Pulpwood As sociation. State Safety Departments and the National Safety Council. cation is defined as broadening of knowl REPETITION VALUABLE edge and understanding; training as the development of skill in performance. Safety training is usually competently handled by the safety-minded supervisor. But what about the safety education, par ticularly of the new employee? Is this a weak link In the chain of woods safity promotion? University authorities have found it worth while to take the first one. two or even three days at the start oi the new academic year for the orientation of the freshman and other new students. If col lege students need orientation, is the man in the same age group entering industry any less in the need of orientation? Booklets or cards covering job safety instructions would be issued and dis cussed. The value of repetition cannot be over-emphasized. Even college students can learn only by the repetition of read ing the textbook, taking notes on the lec ture, and writing the examination. Ample opportunity and encouragement to ask questions should be given. Time for private talks with the personnel man should be made available for men who have a question or problem they do not want to voice in the group sessions. 3. Observation. Opinion among my stu dents was divided as to how the first afternoon should be spent. Some thought SAFETY EDUCATION PROGRAM that a tour of the whole operation, and The following program of orientation, and initiation of safety education, is sug gested tor groups of new employees of large operations. It embodies suggestions from students as to what they would have liked to have had when they first started to work w the woods, as well as observation of the various operations, such as yarding and toading, felling and bucking, road construction, and the shop to give the whole picture, would be help ful. Others thought that the afternoon might be better spent by observing the particular activity or job in which they 59 /9J7 National Safety Congener are to work, in company with their {ore* a man, who would point out the safe and efficient way- to do the job. The foregoing orientation and safety education program is obviously not sug gested for boomers or drifters who wtil hit the road with their first paycheck. Rather it is intended {or the "home guards'* who can be expected to stay on the job long enough to justify the time and money expended on them. It would he followed up at intervals with evening safety education .sessions, using audio* visual aids. Since the average 20 to 24 minute film teaches more lessons than can be ab sorbed, combining the running and re* running of short sections of a training film with the discussion-conference tech* nique, is advocated. As an example, the Rang Motion Picture Company of Seattle reproduces the sound-color film `'Hauling hogs'* which they made for the British Columbia, Pacific Northwest and Red wood Loggers Associations, in six four- minute sections. They publish a film guide of questions and answers for each section and-a "Conference Leaders* Manual** to accompany the films. The small operation, or the one to which new men come singly, presents more of a problem- However the same ob jectives ol orientation and safety educa tion, accomplished by individual discus sion, rather than group sessions, would improve labor relations and promote woods safety. This is only a preliminary to the most important on-the-job safety training under a safety-minded supervisor^d^ OFFICERS Of THE PULP AND PAPER SECTION NATIONAL SAFETY COUNCIL 1957.58 General Chairman--EARL F. RfPSTRA. personnel manager. Container Corp. of America. Chicago, 111. Pice-Chairman and Program Chairman--R. G. BELKNAP, personnel manager. Hemis Bro. Pag Co., East Peppcrelt, Mass. Newsletter Editor--GEORGE R, MERR1MAN, safety coordinator. International Paper Co.. Southern Kraft DSv.. Mobile. Ala. Secretary and Membership Chairman--D. V, HILL, safetv director. The Mead Corp.. Kingsport Div,, Kingsport. Tenn. REGIONAL MEMBERSHIP REPRESENTATIVES Great Latest'ARTHUR CARLE, safety director. The Xnrthwert Paper Co.. Goquel. Minn.; East--*H. P. HEUBNER, insurance manager. The Flintkoie Co, Sew York, X.Y.; South--"DALLAS E, HENRY, safety coordinator, Southern Advance Bag Operation, Continental Can Co-, Inc. Hodge, La.; Canada--"DOUGLAS B. CHANT. Mcretary-engmeer, The Ontario Pulp & Paper Makers* f?-*ley Assn* Toronto. Onu Canada; Midwest^"FRANCIS H. WAGNER, director of fafetv. The Mead Corp.. Chiilicothe, Ohio; IPrri--ROBERT M. GILMORE. General safety supervisor. Rayonier. Inc, Hoquiam, Wash. Medical stdvisor--DR, A. P, ASSELSTINE, medical director. Spruce Falls Po*er and Paper Co;, List. Kapuikasiog. Onr,, Canada. Special Projects Committed Chairman: GORDON B. LEMKE, research engineer, Em ployers Mutuals of Wausau, Wausau, Wis.; LAMBERT LOUY, safety director. Con tainer Corp. of America, Chicago, 111.; "A. E. MINOR, safety supervisor. The OntarioMizmesota Pulp and Paper Co^ Ltd., Kenora, OnL Canada; D. L. EISENACH, safety director. Minnesota and Ontario Paper Co,, International Falls, Minn.; RUSSELL E BELL, safety director, The Crossett Co-, Crosfett. Ark.; -ROSS E. SCOTT, assistant to the secretary-engineer. The Ontario fhilp 4 Paper Makers* Safety Assn., Toronto. Onu. Canada; FORREST E. KlMMELL, safety & medical director. Sutherland Paper Co, Kalamazoo, Mich.; HARRIS K. WILLIAMS, assistant coordinator of safety. Southern Kraft Div,, International Paper Co.; Pine Bluff, Ark.. Coolest Committee: Chairman: A. SCOTT DOWD, president, Fritz Publications, Inc.. Chicago. 111.; *J, FRED BERRY, general insurance manager, Alton Box Board Co.; Alton, I1L; "HARLEY B. GOODRICH, maintenance engineer, Strathmore Paper Co., West Springfield, Mass.; /AMES N. CONAWAY, manager of safety fit plant protec tion, Industrial Dept, Scott Paper Co., Chester, Pa.; "FRED O. SQUGHTON, serv ices fit safety supervisor, LongLac Pulp fit Paper Co,, Ltd., Terrace Bay, OnL, Canada; DAN ADAIR, coordinator of safety activities. Pacific Coast Assn, of Pulp and Paper Manufacturers. Portland. Ore. fit WlFWOOD LOGGING DIVISION ' Division Chairman: FRANKLIN LARRABELE, assistant director of personnel--Wood* lands, St Regis Paper Ox, Bucksport, Maine Publication Committee: Chairman: T. C DONNAN. safety supervisor. Spruce FaJU Power & Paper Co., Ltd., Woodlands, Kapusfcasmg, Ont, Canada; LEO ST. DENIS, woods employment supervisor, Abilibt Power Paper Co. Ltd- Iroquois Palls, Ont, Canada; EDWARD C CORDON, staff forester, Louisiana Forestry Commission, Baton Rouge, La. * t 'isuat Aids Committee: Chairman: R. C. HAMMOND, safety engineer, Employers Mu tuals of Wausau, Duluth, Minn.; H. GORDON BARRETT, safety inspector. The Ontario Paper Co, Ltd., Thoroid, Ont, Canada; CARL G. STRICKLAND, assistant wood procurement manager. Gaylord Container Corp, Die. of Crown Zelterbach CorpBogalusa, La.; PAT REITEN, personnel manager, Simpson Logging Co., Portland, Ore. WLT MANUFACTURING DIVISION Division Chairman: HARRY J, HAHN, safety supervisor, Hammermill Paper Co, Erie. Pa. Publication Committee: Chairman: W. B. BALLINGER, safety coordinator, Brunswick Pulp & Paper Co., Brunswick, Ga.; ROBERT W. WOOD, staff safety supervisor, Kimberly-Clark Corp., Neenah, Wis.; JAMES E. EMMERICH, safety director, Mosinee Paper Mills Co., Mosinee, Wis. t'ifuat Aids Committee: Chairman: CHARLES R. HAGAN, safety manager, Oxford Paper Co., Rumford, Blaine; OTTO WAGERS, safety supervisor. The Champion Paper and Fibre Co, Pasadena, Tex,; PHILIP L, DANDRJGE. safety coordinator, Sonoco Products Co,, Hartsvilfe, S. C.; SAM BLACKWELL, safety supervisor, Olin Mathieson Chemical Corp., Forest Products Div, West Monroe, La. PAPER MANUFACTURING DIVISION Division Chairman: ROBERT J. CELL, staff assistant. Paper Mills Div., Eastman Kodak Co., Kodak Park Works, Rochester, N. Y, Publication Committee: Chairman: MERLIN' C. RACE, safety director, Sl Regis Paper Co, New York, N. Y,, M. C XL POLLARD, direcior of safety. National Gypsum Co., Buffalo. N. Y,; A. E. TOPMILLER, safety supervisor. The Champion Paper and Fibre Co., Hamilton, Ohio; RALPH E. MYERS, safety supervisor, ChiJlicothe Div., The Mead Corp., Chillicothe. Ohio. Pisuat Aids Committee: Chairman: GEORGE A. LaHUSEN, general safety supervisor. Crown ^ellerbach Corp, Portland, Ore; JAMES M. PINKSTON, JR, pertonnd i safety supervisor, Crossett Paper Mills. Crossett. Ark.; HARRISON J. DAYSH, secretary. Industrial Relations Committee, American Paper and Pulp Assn, New York. N. Y.; FRANK C HARMON, employment manager, Hollingsworth & Vose Co, West Groton, Mass. RAPE# CONVERTING DIVISION Division Chairman: V. P. COULON, safety director, The Seairight Gx, Inc, Fulton, N. Y. 62 Bag Manufacturing Committee: Chairman: HAROLD HEWITT, assistant personnel manager. Benus Bro. Bag Co., Peona, III.; JOHN T, WARREN, director of training, St. Regis Paper Co, Pensacola. FI,- ; CHARLES H. MASON, safety & training director. Robert Gair Co, Inc, N' York, N. Y.; TOXIE R. TRIM, safety director, Gaylord Container Corp., Div, rown ZeJIerbaeh Corp, Bogalusa, La.; ALBERTO CHtPCO, safety director, W. jrace & Co, Lima, Peru, S. A. Box Manufacturing Committee: <, in: CARL J. LAMBERTH, personnel manager & safety supervisor, Container O n. of America, Chattanooga, Tenn.; DR. KARL F. SIMPSON. JR, director of industrial relations & safety. Folding Paper Box Assn, of America, Chicago, III.; JACK WALL, personnel manager. Grand Rapids Mills and Folding Box Plant, American Box Board Co, Grand Rapids, Mich.; HENRY KVINTUS, safety director, Cornell Paperboard Products Co, Milwaukee, Wis. Roofing Manufacturing Committee: Chairman: H. R. MESLER, JR, safety director. The Ruberoid Co, New York, N. Y.; R. J. PRESTON, safety supervisor. The Philip Carey Manufacturing Co, Lockland, Cincinnati, Ohio; FRED INGHAM, assistant insurance manager. The Flintkote Co, New York, N. Y. Insulation Manufacturing Committee: Chairman: BUDWIN J. LEE, safely director. Wood Conversion Co, Cloquet, Minn.; AMOS S. KEEN, manager of safety. Per sonnel Administration Dept, Armstrong Cork Co, Lancaster, Pa.; M. F. MATTSON, safety supervisor, Insuhte Div., Minnesota and Ontario Paper Co, International Falls, Minn. Specialties Manufacturing Committee: Chairman: HAROLD E. TEBO, personnel super visor, Baryta Div, Kodak Park Works, Eastman Kodak Co, Rochester, N. Y.; JACK HARTLEROAD. safety director. The KVP Co, Kalamaaoo, Mich.; WILLIAM A. STRACHAN, plant manager, Fibreboard Paper Products Corp, San Francisco, Calif. OFF-THE-JOI SAFETY DIVISION Division Chairman: LEO M. SHAW, manager. C i C Plant Services, Carton and Con tainer Div, General Foods Corp, Battle Creek, Mich.; *KENNETH L, FAIST, coordinator of employment and safety. The Champion Paper and Fibre Co, Hamilton. Ohio; CARL W. 8EHNKE, district engineer, Hartford Accident and Indemnity Co Grand Rapids, Mich. Staff Representative--ROBERT CURRIE, National Safety Council, Chicago, lit "Past General Chairman. 63 Other Volumes in this Series Users oi this volume will find much value in its companion volumes. Here is the list: Vol. No. imp Stock No. t General Sessions and Detailed Index to all Volumes........................................ 02127--I 2 Aviation: Aeronautical Industries Section A Air Transport Section.................... 82127--2 i Satie Steps in*Aeeidcnt Prevention................ 022J7--I 4 Cement end Quarry Industries............ ...................................~......................... 022J7--4 5 Chemical Industries .......................................... - ...................... 022.27--S 4 Coal Mining Industry........................................ .................. .......................... 022J7--4 7 Construction Industry and Public Employment (Public EmployeeSection)... 022.27--7 t Electrical Equipment Industry and Public Utilities........... ................... 022.27-- f Farm Safety ........................................... . .................... 022-27--f 10 Fertiliser Industry ... , .......................... 022.27--10 11 Feed, Meat Packing | Leather Industries, Trades and Services........ .. ..... 022.27---I I 12 Glass and Ceramics Industry and Rubber Industry.. 13 Home Safety.......... ................................... ................... 14 Industrie! Subject Sessions (Sponsored by ASSE) . 15 labor ........ .................. 14 Maritime Industries (Marine 17 Metals todmtry . It Metals Products taduotnes f< rmcES of oru eon 0P NMNMIU. VOLUMES VOLUME SIZE 12 or to* lAtiev 13 to 2A page*-- i5 to 4$ pi*cv-- 4V to 96 pages-- Over 96 page*-- I UtVhiffOi L+t. 45 .60 So !UUi*i . oftdi 0*4 liOjU J* ST oQ JS TOO to 999 copies Each SO. 17 2S JS .45 JO 1000 or more Eeek $017 JS JJ .45 JO Complete set ui Currmt Safety Topics (20 vols.)--$9,501 Stodc Mo. 02117 All prices shown arc subject to a 10 per cent discount to National Safety Council members. NATIONAL SAKTT COUNCIL 4U NOtTH MICMIOAH AVK. CMCAOO II. ILL. 21001)102 pawns is -S.a. 622.27--24 04 RAILROAD INDUSTRY Transactions of the -iSth Xmtiomml Smfetg Congress (October21-25,1957, Chicago, IU.) NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Togetherness In Transportation.................................................J. T. Urban 4 Personal Contact with Road and Yard Train Sendee Employees Is Essential to Safety {A Symposium) Why Is Persona! Contact Essential to Safety?........Charles A. Thomas T How Is Personal Contact Essential to Safety?..........................-W. R. Brehm When Is Petsonel Contact Essential to Safety?.................EF. Wlnterrowd 9 The Importance of Safety in Mechanisation (A Symposium) Track Maintenance................................................ ............... -...........L. A. Villella 11 Bridges and Structures....................................................................... E. P. Hackert 13 Signal and Communications...................................................... * - A. L Esaman 15 Safe Trollay Maintenance............................... ........................ ........... T. B. Kirk 17 Highway--Railroad Crossing Safety Remarks of H. G, J. Hayes................ .................................................................. .. * 20 Remarks of E G. KTesele........................................... ................................................ 22 Final Session Address....................................................... ......... E, F. Tuck 24 The Importance of Safety in Maintenance of Equipment and Stores (A Symposium) Lokomotive Maintenance......... ........................................................C H. Gray 27 freight and Passenger Car Maintenance.............. ..................D. L. CronkhHe 2? Stores Operation.............. ................................................................. F. F. Forbes 31 Officers .............. ................................................................................................................... 23 2 LEARNING TO LIVE . . . Learning to live--safely--*was the drawing card which brought more than 13,000 met and women from the United States and 27 other countries to Chicago for the 4$tb National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe' methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered These, in addition to the everyday hazards of life; occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges ot ideas. Each volume is * handy reference to different phases of accident prevention. The complete set of volume* are listed on the back page of each volume. . Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council file*. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE RAILROAD SECTION This volume is a record of the sessions held at the 1937 National Safety Con* gress by the Railroad Section. The conduct of these Coogress sessions each year is only one of the many cooperative activities which the Railroad Scetioa carries on in behalf of its members, and for the benefit of accident prevention work tn the railroad industry generally. The section gives guidance in the preparation of a great variety of technical and educational material useful is the day-to-day safety programs of railroads. The activities of the section are under the direction of it* executive committee, the members of which arc listed at the close of this volume TOGETHERNESS IN TRANSPORTATION fey J. T. URIAH assistant to the vie* president tc general manager. The Denver & Rio Grande Western Railroad con Denver, Colo. Our subject "Togetherness in Transporta tion"--dealt primarily with safety in that field Although, literally, it is applicable to every department of railroading since they are closely integrated Functionally--to a greater extent--they involve personnel, from which are developed the foremen and super visors of the organization; herein lies the basic alliance with the safety program. How much--how broad--and the proper ingredi ents--are difficult to estimate but the proof lies in the fact that members of the National Safety Council have provided the receipt-- the policies and procedures to be followed: "Togetherness** means from the start-- not just ultimately. It is generally agreed that a majority of potential accident risks can be spotted during the pre-employment test period. Various methods of obtaining the initial information are employed--as you are no doubt aware. Considering the data at hand, indication of a spotty job history, frequent minor injuries, numerous hospitali zation and evidence of law violations, arrests and convictions (through linger printing the applicant) all suggest instability and/or pre-disposition to have accidents. Social and legal-aid agaides, credit agen cies and banks listed may also yield valu able information. Tracing with all former employers as to the employment record and job experience of the individual are highly important Not only does this preclude spending an endless amount of time and money testing an applicant who may later be disqualified because of his past record, but such a program provides some degree of assurance to the regular employee that man agement iuattempting to secure the safest employee possible to work with them in their regularly assigned duties. FINGER MINTING APPLICANTS To touch upon one phase of this program, approximately seven years ago the Rio Grande instituted finger printing the appli cants. To date, slightly more than 13,500 individuals have been finger printed, out of which approximately 2300 had a police or criminal record--although more than 50 per cent of these denied ever having been arrested, and 520 of the total with police or criminal records wax not considered em ployable. Coincident with this program some dues may turn up as to his personality traits ami how well a worker adjusts to every day living is just as important as his ability to get along with other people. Further, it is possible to gain some measure as i* what his future behavior will be. If he i< a misfit he will develop a poor record, pan of which will be his aerident and injury rate- Hence with proper orientation and cooperation from foremen, supervisors and Co-workers, we may prevent a new man from becoming a misfit or poor performer Generally speaking, he wants to make pxd and the natural thing to do is to capitalize on this feeling. Negative and hostile attitudes may be spotted during the first impressionable day* of the employee on the property. Job satis, faction is a personal feeling a man has to his job. Morale is a group feeling, rather than persona]--both of which an, and da, exert a tremendous influence on the potential accident and Injury rate. LACK CONSTANT SUFERWSION A short step beyond the new employee is the presently employed worker--the "old timer1* and the "in-betweener.** Unlike the mechanical and maintenance of way worker, a transportation man is not under constant supervision by his foreman. Protective de vices and engineering safeguards have about reached the point of diminishing returns In accident prevention. The next approach must be to people. We are all susceptible to the malady of boredom and moootony. Younger mm, through observation, may learn bad habits or practices in safety from older men who fed secure in the fact they, have gotten away with their home-made short-cuts over a long period of time. 4 Railroad Industry Supervision at the division or department tevd cannot ignore its safety responsibility and assume, incorrectly, that it is the safety department's duty alone--and vice versa. Their "togetherness** must be complete and harmonious--dearly understandablethrough distinct communication so they may he compatible, complement one another and obtain the proper end results. In this con nection, the division supervisors should endeavor to make a detail survey of all accidents or injuries to develop the real cause, uncovering therefrom potential or unsafe practices or conditions that might lead to. or result tn. a more serious situa tion at a later date. This is the procedure when a claim is Sled--and it can be just as efficacious without waiting for such an <AUUIUOS> SELF-INTEREST UNIVERSAL Strange; complex and "mysterious" as we human brings sometimes are. there U one trait we all have in common--the spark or mgr to have something better out of this life--of which safety U not the least. This urge of wlf-intermt is so strong some people even dwell on thrir "safety** or "welfare" in the hereafter. Couple sdf-mterest with participation among employees and supervisors as well and h makes quite a team to hitch to your safety wagon. Of course, this is what yon, as safety supervisors, devote a life-time to Kiting. How writ your product is accepted lies not so much in the safety record as it does in the day to day performance or ap plication by the individual and his consdouf awareness of its baiefitt to all concerned. The only priee tag on safety is the price you arc willing to pay for its neglect It can not be over-sold, over-preached or over stated. With human error being on the m- crease we must never lose sight of the worker's attitudes. Even with the most ideal hiring pro cedure*, training programs* supervision, and physical working conditions and with good morale and satisfied work force, accidents will happen. But there are some or many things we can do and are doing to improve the situation, la considering a worker's behavior or attitude, certain signs may pre dict an inclination towards trouble, such as: --Excessive and/or chronic absences; --Repeated visits to --department; --Series of superficial injuries; --History of minor accidents; --Frequent complaints and grievances; --Poor worker performance; Or evidence of-- --Poor safety training; --Poor supervision; --Weak selection procedures; --Ineffective enforcement of safety pro cedures*. --Inadequate safety procedures. Supervisors and foremen may observe his appearance--whether it is tense, altered or troubled, anxious, strained, sad, pre-cccupied. Are his habits showing a loss of interest in activities previously enjoyed? Increased absenteeism ? Akobol and smoking in creased? Does he display as attitude of loss of interest in his work, or more dissatis faction? Lack of care about safe practices or unconcern over near accidents? Coot or evasive towards supervisors or others? Overly sensitive? A tendency to be edgy, irritable, excitable? Lack of confidence dis played in his feelings or-emotions? Inde cisive in his general behavior, showing a lack of interest and enthusiasm? More mis takes? HELP EMPLOYEES WITH MOSLEMS It would seas that these items when used in corobmatioc and not singly would be rea sonably pnxSctrvr of accidents. With empaihic cmderttanding--putting yourself in the other fellow's position--you should not pass up an opportunity to manifest some interest in the individual's behalf and in dicate your willingness to assist in his prob lems. Remember that cooperation from the worker is not entirely his responsibility but depends to a large extent upon the effort put forth by management (or Supervision) to secure ad ***** diet desire. Achievement nfety-wtse--by the indiridaa) is the only tiring to help management or mpenrisaoa because it pays inestimable dividtssds to both parties! The vary nstarit *ad scop* of train and yard service operations makes the aefemnismtios of safety to employees is this area of mi iRMiim ommc difficult from a prac tical standpoint Supervison can only go so far. There inevitably comes a tune when the empfeiyus arc on their own. They must 5 1957 National Safely Congress be nude aware that the beet preventive medicine is alertness to the possibility of changing conditions or situations. Complacency in itself can be a monster but when allied with reliance on past prac tices or experiences can be devastating to any safety program aswell as fatal to the individual. "Togetherness'* at this point-- to be effective--should constitute the super visor's personal contact, wherever or when ever possible with the trainmen, enginemen or yardmen. Making themselves available at terminals to discuu safety or operating problems and displaying a sincere interest in their human affairs, will promote confidence. CONSIDER ALL SAFETY COMPLAINTS Rather than taking an arbitrary attitude towards the questionable performance of an employee, we shall gain more in unblocking the Human communication system by be coming an impartial listening post. Safety complaints and grievances that warrant con sideration must be carried to the proper level for a fair hearing. To retain his con fidence and respect, the employee must be assured this is bring done with subsequent advice to him of the outcome--through corrective action, or reason for declination. Even some observation by the supervisor, in yards particularly, that a standard prac tice of doing a certain job 3s awkward for a particular employee may lead to helpful assistance in his behalf. We have unlimited opportunities to manifest an interest in our people When adversity strikes the family of an employee or supervisor do we always prove our close friendship by offering assist- juice? Do we feel we have been "spoiled" in the past by such so-called "paternalism?" I doubt itl How long has it been since the "boss" has acknowledged to you personally his appreciation or gratitude for your own per formance? How tong has it been since you did likewise to those similar deserving indi viduals? Weeks? Months? Years? We do have to have--and insist upon a positive attitude of safety education to all concerned and see that we obtain a positive response In return. Encouragement is a valuable implement in our aptitude for improvement. How's your sense of humor? The humorous ap proach may be direct or subtle. Some of these little cards with just the word "think," "think before your louse something up," "think--it might be a new experience." "use your brains--it's the little things that count," can arouse a chuckle--and convey the mes sage--without bring offensive. There are many others. Pooling our efforts with those of others and spreading our influence we can--and have--achieved worthwhile results. "To getherness in Transportation" often helps to break the ice for the supervisor with the men under him. Mott of them will respond if you are considerate and courteous. Then with pride and humility perhaps some day we can say: "We met the challenge for man's need-- By planting deep the safety seed. God's help and spirit does the rest Our privilege was to do our best."^ Personal Contact with Rood and Yard Train Service Employees is Essential to Safety (A Symposium) WHY IS PERSONAL CONTACT ESSENTIAL TO SAFETT? by CHARLES A. THOMAS switchman, Denver ft Rjo Grande Western Railroad ce^ Grand junction, Colo. Personal contact is essential mainly to make the employee safety conscious. We on the Rio Grande as all railroads have our safety rules which of course, arc Important --but safety rules do little good if the em ployees don't use them. Hardly a day of work passes when there isn't a safety rate broken, and in the most part the worker realizes that he is breaking a rule when he does it. Of course, in the majority of these cases the worker's intentions are good--he's think ing that he is saving time or saving himself some steps. A great many limes a worker responsible for an accident has (he poor excuse of "1 didn't think" or "1 forgot" On the Rio Grande the personal contact is made by a supervisor to the employee on the job. This is done to show the em ploye* the advantage of the safety program to himself as well as to the company. It makes the employee feci that he is a pert of the safety program. Also, it gives the employee an opportunity to give bis own views and ideas which may improve the safety program--as well as a chance to report any unsafe conditions which he may have observed. As a whole this is a good means to improve the management--em ployee relationship. Another method of personal contact used on the Rio Grande is our visual education program. This consists mainly of safety films and posters, and acquaints the employee with the hazards that exist--as well as (he wife way to handle the work. They also show films of accidents caused by neglect of the rules. These, to be sure, leave a vivid and tasting impression in the mind of those doing work. These things turn out a safe worker--which is a good worker--and makes a good safety record. We of the Grand Junction division went seven months and 29 days without a re portable injury in any department So we feci that personal contact really pays (or the employee as well as management..^ 67 HOW IS PERSONAL CONTACT ESSENTIAL TO SAFETY? by W. *. IKHW safety supervisor. Union Railroad eo,, East Pittsburgh, Pa. Vou can have weekly personal safety contacts with all road and yard sen-ice em ployees ! How? . - . Utilize your first line supervisors. There is probably one major problem sou will have to overcome to insure effectiveness. The average first line super visor has certain deficiencies that deter from hts effectiveness in this responsibility. First, he has had tittle experience leading meetings --especially--safety meetings. He lacks time to prepare and hold meetings. He tacks sufficient safety knowledge to direct and control his meetings. He lacks a method of communication with the yard and road employees working with him. Last but not least be needs a common meeting ground for supervision and labor from which a free flow of safety discussion will come--keeping safety on the lips and mind of the workers at all times . . . these deficiencies seem insurmountable. However, they can be combated. We use a tool called the visual aid. . The visual aid is no invention. It's an application of the National Safety Council's safety graphs. It is portable, easy to pres* ent, make* a point concerning safety and is relatively inexpensive to make on a "white print machine." On one side is a picture for the crews to view and the other is a script for the supervisor to follow. The stand consists of two sheets of hinged ply wood ... to further explain the use of the visual aid in a crew room situation, let's do a little play acting. Yoa be the crew members and 111 be the supervisor--while l present a visual by IS ram slide film media. "* VISUAL SLIDE PROGRAM This visual is one of a series that was written and presented to reinforce the role the visual aid plays in our safety program. 2nd Slide--This is Vie the Visual Aid. His job is to tell you stories. He hopes each time he makes a point Do you know what part he pill's m the safety pro gram? 3rd -STirfe--Since the railroad can be danger, ous, there is a definite need for a safety program. Vie will help you define your safety program and you'll have his purpose in a nutshell 4th Slide--He can't convince you of the dangers of your job. Only you can see them. Only .vou can hear of the in juries that are happening to other man on the union. 5th Slide--Can he tell yoa the right way to railroad? No.--You hare learned to railroad through your own experience and what others have shown yoa. 6tk Slide--Vic is only a reminder. Once a week he tries to can your attention to a problem. All be wants you to do is think about it 7th Slide--If he can help start a discussion, you should get a better understanding of each other's safety views. Exchang ing your own views will make you more interested in safety than Vic could. 3th Slide--He aims at your problems hoping he can be the basts of an troderstanding between yourself and the yardmaster. 9th Slide--He also wants to relate to you the happenings oa other para of the road so that you might benefit from them. 10th Slide--Vtc hopes that safety can be come a part of your baste way of liv ing. HU job is to be just as he is named--a visual aid to every man m making safety an active part of his life. Since Vic should be interesting and helpful do you have any sugges tions how he can do his job better? We would appreciate your ideas for future visual aid topics. With the final question of the visual aid the supervisor leads discussion during the remainder of the meeting period Meetings are held to a limit of 20 minutes of company time. We have been using visual aids weekly since the beginning of 1957. Evaluation has Railroad Industry been taken in two methods. The results of a written evalution form showed 90 per cent acceptance on the part of working man in meetings when the visual aid was used. Performance-wise we are appreciating ap proximately a 60 per cent reduction in the number of reportables this year as compared to last From this evaluation one might say scene success baa resulted; however, the use of visual aids during this period has brought to light a new group of problems. Though a new subject las been used every week, a state of monotony* has resulted. An intermittant change of pace is needed. VISUAL REVEAL NEW HAZARDS Even with the aid of a visual ihe super visors are not doing an effective job. Part of the failure vc find has resulted from our trying to teD our people to be safe. Since vou cannot tell a man how he should work, measures must be taken so that he will come to his own ooocJusion about safe work ing habits. We hope to eliminate the current problems by training our supervisors. Every yard* master will have three full days of training pertaining to holding effective safety meet ings. The training will cover effective meet ing procedures and introduce the problem solving technique for the yardmaster's use in the field. Ail our yardmasters will be trained by January 1st. WEEKLY SAFETY MEETINGS Whsi's the payoff? Frankly, I don't know , . . looking ahead to 1958. There will be a prearranged schedule of topics to be covered in the weekly safety meetings. For change of pace the weekly topics will be covered by visual aids, movies, printed matter, and problem solving sessions. In this manner we hope to arrive at cer tain planned results. A line of communica tions will have been established both up and down. We will have our employees and first line supervisors finding the group solu tions to their safety* problems. We don't feel this U a panacea for every body's accident prevention problems. It is only a method by which personal contacts can be made. We don't know how success ful it is yet However, the Union Railroad company appreciates the chance to review what we are doing to combat personal in jury. Well continue the fight--we feel sure \ou will too. ^ WHEN IS PERSONAL CONTACT ESSENTIAL TO SAFETY? by K. F. WINTUROWD assistant superintendent, Texas ft New Orleans Railroad co., New Orleans, La. The methods and techniques of safety have been developed by trial and error and proven by results achieved. It cm be safely said that although continued improvement and refinement of method* is to be ex pected. the knowledge of how to reach and maintain top safety performance is suffi cient for the job to be done; the problem is primarily one of securing adequate applica tion of tried and proven methods. Getting people to work safely is primarily a sales job. People can be ordered or even compelled to do things, up to a point, but compulsion cannot get really good perform ance in anything. Only interest--the desire to do good work--can bring about the re sult* that all of us on the railroads are striving to obtain. Enforcement of safety rule* may at times be- necessary. When it Is. however, it certainly mean* that the sale* effort ha* failed with the person or persons involved and, therefore, it is necessary to use the substitute--enforcement, pending the time when the sale can be made. Selling safety is a difficult job. It has been proven in this field that advertising, although helpful, is not sufficient. Here, close personal contact is essentiaL I think that those of us engaged in selling the prod uct, safety, ia roost instances face more 9 1957 National Softly Congress difficulties than the sellers of some of the While it is necessary for a supervisor to more tangible products. maintain a dose personal relationship with The first essential in any sale is a good product. A product is good only if it yields the purchaser a profit, a profit in service, or pleasure or satisfaction, or some other value. Safety is definitely such a product. It brings to people and employees freedom from injury and suffering, loss of wages, and hardship for dependents. We, as sales* men of safety, should be very careful to make no exaggerated claims. The truth is enough. ' all employees to insure and maintain a high level of interest in safety matters, I think the most opportime time that personal contact will bring the best results is when a new and inexperienced man is first inter viewed after his appliation for employ- mat has been accepted. At that time he is entering a strange, new world and will be in dose association with people he does not know. EDUCATE NEW WORKER A good supervisor, by personal contact, can make the sale and secure the necessary cooperation from operating employees by conducting himself in such a manner that he has the respect and confidence of the employees, understands their problems and is always ready and willing to administer those little preventives that keep both indi A supervisor at this time has an oppor tunity that will never again be available to make a sale in safety. The individual will be alert and receptive to all suggestions and instructions. A pattern for his future per formance can be laid out that will insure development of a safe, careful and con scientious employee viduals and groups satisfied with and recep I can best substantiate this statement by tive to the established safety and operating relating aa actual experience. In the latter rules under which they work. When these rules are formulated in such a manner as to command the respect and conformance of the rank and file, they will observe them automatically and spontane ously, and will encourage others to do like wise Tn other words a concept of citizen ship will prevail. The term "citizenship'* is used to man that the individual recognizes that he owes an obligation to himself, his family, his community and to the company for which he performs service part of 1955. it was necessary to employ in the Kew Orleans Terminal 65 yardman and 32 firemen, in connection with the inaugura tion of the five-day work week on our rail road. These employees were scheduled to begin service on December 1. 1955, which is. far as weather conditions arc con cerned. probably the worst month of the year m the New Orleans area. We were concerned over the possibility of some of these new employees sustaining personal injuries before they had obtained sufficient knowledge to cope with operating conditions FEELING OP BELONGING they would encounter. This feeling of obligation can only be made prevalent and deeply developed in any organization by affording the individtal an opportunity to belong and cootribuie ac cording to his mans and talents. A famous trainer of men. when asked the secret of bis success, anrwered "First off you must know people." In order to know people, eoctxnoou* personal contact is essential. la aa effort to alkrrat* this situation, each applicant was carefully screened and those accepted were assembled aa group* of four for an informal duexorion. st which time we obtained all information possible about the individual. The job for which they had been selected was folly explained with special emphasis being placed on the importance of safety. training woo interview It has been proven that people on be Then began a 14-day u vinlrgi period after motivated and. wfacs they have a good work which each completed a written examination ing knowledge of the job they are perform on the npcrating and safety rales of our ing, are aware of the basards im-ohed raSrond. They bad then completed all re and understand the rules. Thee it is com quirements Dtwtqqr to rmrnug thtir rail- paratively easy by personal contact to in read career. As m added precaution, how sure success in your safety program by ever. each employee, before bring permitted motivating them in the desired ****-- to mark t* for dory. eca again interviewed 10 Railroad Industry by an operating officer who had been as signed to watch closely and supervise these employees during thtir break-in period. This association enabled him to be in a position to l point out and correct some of the unsafe practices observed before they beome a habit. After two years and 10 months of serv ice, not one in this group of new employees has sustained a disabling Injury on the job. : The positive attitude and interest displayed by these new employees was like the mosies --contagious, infecting the older employee* to the extent that they also began notice ably displaying more interest in safety : Today, the yield from the seeds of safety 1 sewn in the fertile field of new employees has been very gratifying, since their acci dent ratio is among the best DAILY PERSONAL CONTACT I do not mean to infer that after the initial discussions mentioned that the new employees were allowed to go about thtir daily tasks without help and supervision in the nutter of safety. Almost duly per sonal contact with supervisors welded to gether a strong chain of communication and understanding, which is a must in any under taking. This pennitted the exchange of ideas aod questions on a man-to-man basis --an understanding of the ideas, comments and feelings of the other fellow by looking at the situation from his point of view. Keeping employees informed about thtir performance, as individuals, is the responsi bility of a supervisor and a right due every employee. We should be informed as to how he stands and how he is doing. He deserves praise when he does a good job, and con structive criticism when he doesn't. It is easy for a person in a supervisory capacity to fall into the habit of ignoring the positive values of giving praise, saying nothing as long as things go right, but raising the roof when they go wrong. This attitude in the majority of cases will cause employees to develop a negative attitude toward both thtir job and their supervisors. Great strides have been made in post years in the field of safety. To Insure con tinued progress, we, as people who must live and work together, must develop a greater sense of human values and respon sibilities to one another. We, as supervisors on our respective railroads, are daily living examples for those who look to us for leadership. How w* guide them, how we work with them will determine the degree of success obtained. ft is. therefore; necessary that nothing be left undone to improve ourselves so that we may inspire others to do likewise-A, THE IMPORTANCE OF SAFETY IN MECHANIZATION (A Symposium) TRACK MAINTENANCE by L. A. VILLCLLA safety inspector, The Pennsylvania Railroad, Philadelphia, Pa, In considering the importance of safety id the mechanization of the maintenance of track and roadbed, it must necessarily be considered from a train accident standpoint, as well as from an employee persona! in jury standpoint, because both are closely related and both result in econimic loss. Since the artiest days, when what we now consider crude methods and inadequate tools were used, and on through to the present day with our improved methods, tools and better machinery, the prevention of accidents has been the greatest concern tn the maintenance of trade aod roadbed. As a matter of fact that is one of the reasons for the progress to-date in the art of maintaining adequate track. It has never been enough for our engineers to maintain 11 1957 National Safety Congress a track and roadbed which will support the weight of our trains and to provide a con stantly available facility upon which to roa them. It his always been their concern to mamtain efficiently the safest'track and roadbed so that it can, not only be utilised to get a ton of freight from here to there; but to make sure that it gets there safely. While it Is partly true that there has been more talk than action in this direction, there las been enough action to establish an admirable record of safety in the transportation field-- a record met by few and exceeded by none. MANAGEMENT PROMOTES SAFETY Particularly in the last 30 years we have seen a definite effort to integrate into our practices and work procedures the known reasonable precautions to prevent accidents, both to the operation of trains and to the activities of our employees, in maintaining the roadbed The intense interest manifested by management in this connection, has re suited in a universal practice, followed by the men presently responsible for formulat ing and executing the policies in connec tion with track and roadbed maintenance, that all phases of safety must be foremost in their endeavors. \s a specific example of this, the chief engineer of The Pennsylvania Railroad baa established a practice of soliciting the assist ance of the safety department during field experimental work involving changes in methods or machinery. This policy has re sulted in the further integration of the principles of safety with the principles of production methods. The manufacturers of equipment and materials used in the main tenance of track and roadbed have been for seme time and are note, increasingly con cerned in the matter of integrating safety with their design of equipment Fortunately for ns in safety work, there is a happy natural union inherent in the mechanization of all phases of trade main tenance work with safety and efficiency. There are certain basic characteristics of mechanized work in this field which auto matically set up circumstances of safer con ditions. For example, from an overall safety standpoint mechanization appears to afford a better opportunity for supervising and controlling the operation, and thereby re pairing in fewer avoidable Injuries and less economic loss. \Vhh mechanization of operations there is every opportunity for spcciafindoa with the obvious result that men working in such mechanized gangs may become nor* pro ficient, with the natural result that within a reasonable length of time the transition from manual operation* to mechanized op erations will create an atmosphere wherein more effective measures can be takas for the avoidance of personal injury, the pre vention of train accidents, and the elimina tion of production tosses. By the very nature of the mechanized work being doe* by large forces making a concerted effort to do a complete job in a eooeentrated arm, the preoetions necessary to make this an economically efficient opera tion provide protection for the men so em ployed. To get highly efficient production from a large mechanized gang, it ij ob viously necessary to take a trade out of service for a period of time; and by so doing, automatic protection is afforded em ployees working in these gangs which was not always provided with the manual gangs. So it appears from a safety standpoint, whether prompted by an accident preven tion motive or not, mechanization by the very nature of economic necessity and prac ticability u for safeguards which are as sured for economic reason*. LESS LABOR REQUIRED To sum up some of the many advantages of mechanization to track and roadbed main tenance, we should point out of course the obvious advantage--reduction in the number of gangs. Machines reduce the number of -- ...i iifmutnne mu rf. ill injury exposures for a gives amount of work. With mechanization mot become spe cialists in their particular work, become more proficimt themselves and are more easily supervised. Many complex manual operations actually requiring a supervisor with Ma thousand eyes" are now being changed to the simple operation of moving a single lever on a machine which can be readily observed. Readily supervised mechanical operations should remit in practically no deviation from established procedures, and should lead themselves to prompt detection and correction of unsafe acts. 12 Railroad Industry Further advantage is the increased prac tice of taking a track out of service when work is to be performed on it which greatly eliminates a train accident potential and eliminates the occasion for chance taking. This procedure also eliminates the possi bility of employees being struck by trains while working on the track and provides a safe place for them to clear quickly and easily for the passage of trains on other tracks. The construction of some machines permits working without assistance from any person oa the ground, without obstruct ing any other tracks, and without requiring gang watchman protection. Further, there is reason to believe that in the foreseeable future machines will pos sibly become sufficiently automatic to permit proper spacing; moving and working by re mote control without an operator on each machine. This will certainly eliminate or greatly reduce at least, the accident poten tial to employees. On the other hand for every advantage gained, some price must be paid. One of the immediate results of mechanizing main tenance work, which we as safety men must seriously consider, is the immediate effect upon the morale of the employees. The morale of our men and the attitude they have toward their job have a serious effect upon their individual safety. For this rea son we must recognize the age old tendency to feel that machine work interferes with their well-being as workmen. In the development of plans for further mechanization of track and roadbed main tenance; there are several factors which must be taken into consideration. We must see to it that either the designers of the machines or our own people provide the necessary safety features on the machines. We must make sure there are sufficient in* operation checks so that we will know the condition of these machines, and that these checks are foltowed by repairs or adjust ments to insure that the machines are well maintained and dean. Thirdly, we must select and train competent machine opera tors. and fit other employee* into places for which the performance indicates they are best suited. Fourthly, we must to a greater extent insist upon compliance with known practical safety precautions, as well as with the ac cepted machinery and work procedure in structions. And we must be sure that in our plans there is no letting down on safety precautions in order to obtain, what may be apparent but not actually real, production improvements. It is obvious from our past experience that by integrating the proper principles of safety, production performance does not suffer, but rather is increased. Our experience with mechanization ha; been that with an efficient utilization of the machine, our overall good economic opera tion is obtained if strict safety precaution* are followed and the rules for accident pre vention arc respected. A. BRIDGES AND STRUCTURES by E. P. HACKERT division engineer. The Denver 9t Rio Grand* Western Railroad co., Denver, Colo. In speaking on any phase of safety, it is difficult to be original or to suggest original ideas. Those of us who have worked toward making our properties safer places to work are agreed upon the basic principles by which men can be lead to keep safe working habits always uppermost In their mind. Unfortunately, there are those of us who, in their zeal to get a job done quickly and economically, lose sight of the fact that violations of these basic principles are some times being condoned by supervisors and foremen. They are too busy at the moment to take time out to correct an action or contrition. Besides, that was a condition which was incidental to a unique phase of an operation and won't come up again, and nothing hap pened that time anywayI While possibly not thought In those exact words. I'll bet almost anyone here can recall an incident where his thinking was similar. 13 1057 .NVmm/ Safely Congress These tcwr lapses in the practice of safety can be disastrous. Safety isn't somethin* you sell at a big bargain sale, or a rummage sale, or a "going out of business sale" to sell your quota for the week and then re lax. Safety must be sold--and I do mean sold--like popular cigarettes, or automobiles, by the constant, confident presentation of it until it becomes a household word, not by the high pressure type of salesmanship-- until a man would oot think of using a grinder without wearing goggles anymore than he would pick up a red hot piece of iron. The most successful salesman is the one who talks softly and confidently and knows his product. SAFETY NEED SALESMANSHIP The practice of safety in connection with increased mechanization of bridge and build ing crews is just such a problem. A man doesn't touch something hot because every man at one time or another has been burned with painful but usually not disastrous re sults. However, a nun does not go a fast round with a runaway hand power saw and come off with just a painful blister-- unless he is a lot more lucky than most people. Yet, how many of us have taken the time to inquire of a foreman if a new man had beat shown how properly to use such a handy surgical instrument? A 10 inch power hand saw does a good job rapidly on a three by 12-- and it is equally efficient at shorten ing an arm or leg--but not as neat! That a man does not know he should not lift a running saw from a cut is understandable if he is a novice; but it is not understand able that any experienced person should let him use the tool without such instruction and further guidance until it is known he can use it safely. Since much of the use of power tools depends on an electrical source for power. and since six of my seven gangs are road gangs, it follows that the electrical source must be furnished by a portable generator. No doubt many of you have a similar sit uation. The Underwriter's Laboratory has endorsed the use of a three-conductor cable for electrical power tools so that the body of the unit will be properly grounded and the operator saved from severe, if not fatal, shock should an insulation failure occur. A portable generator unit of, say. 2500 W can kill as well as can a commercial source. A man working under a bridge boring holes for sway brace bolts--just as an example-- is usually himself pretty well grounded; much better, in fact, than a mechanic in a shop standing on a concrete floor. I could go on great length along these lines, but since we are, I believe, agreed that we believe in safety, are willing to ex tend an effort to promote safety and sell it. these few examples may lead to further thought and the possible discovery of an obvious condition which has bem over looked. Just remember, a man could get a nasty gash from a carelessly used handsaw; but he can lose an arm or a leg to a carelessly used powqr saw. He may get sore muscles wielding a ship auger, but he can come up with a broken arm from an improperly held power drill. Properly used, power toots and other forms of mechanization make the work easier for our men. turn out more work better and faster--but only If properly used and cared for. We are now precisely where we started: but. 1 hope, with some food for thought. You observe, but you observe all of the time; you teach, but you teach all of the time; you correct, but you correct all of the time. Now you have made safety a by word and the practice of safety a habit^ik 14 SIGNAL AND COMMUNICATIONS by AL ISSMAN chief signal engineer, Chicago, Burlington, & Quincy Railroad co., Chicago, III. I don't Joow when safety las beea so important is the performance of our duties than U is at the present tunc; particularly when a large share of our construction mm have either just finished high school or have been released from a branch of the Armed Service and in most all cases rarely have they ever had experience with any type of machinery other than an automobile. No doubt, a Urge number of you have lived dose to a street intersection where, because of its heavy traffic in ooe or more directions, arterial stop signs have been installed. Quite frequently you will hear the screeching of brakes, the sound of slid ing tires, and the roar of an exhaust pipe; causing you to get out of your chair to see what has happened only to find a car driven by some teen-ager. With such experiences, one can readily undemand why, when we endeavor to in sure our automobile, the question is asked if there is any one in the household under 25 years of age who would be driving the car. If there is, I think that most of you have learned your insurance rate is much higher. 1 make this point because to me it is ooe of the important things in assigning personnel to the handling of mechanized toots in both the signal and communications departments. FRONT FROM INSURANCE COMPANIES Surety, the rate structure of insurance companies has been made only after a care ful analysis of the age brackets in which a large number of accidents occur, and I think that we can profit by taking a page from the insurance company's book of experiences when we select personnel to handle mechanized equipment and every supervisor, foreman, or anyone delegating responsibility for the handling of this equip ment, should keep this uppermost in his mind. The adaptation of mechanized tools and equipment would not appear on the surface as bring extensively used in signal and cocamunications departments. There is. how ever, considerable mechanization, but only to the degree in which savings in labor can be brought about Signaling; in particular, is more of a tailor-made job. Communica tions follows closely to this pattern. However, in the construction and main tenance of pole lines for both signal and communications purposes, there has bees the advent of the power augers for drilling holes for poles, winches and derricks for the erection of such poles, and equipment to facilitate the stringing of wires. Other mechanization has been made principally hi shop procedures of these departments. In viewing such operations from a safety standpoint, it is my opinion that too many ind too often people have beea misled by the word "safety." I refer more specifically to the safety belt used in climbing poles, safety shields on grinding machines, safety guards on trenching machines, safety hooks on ladders, and safety valves on pressure tanka. CANT RELAX SAFETY Of the various types of machines used, it is recognized that in their operation a greater hazard exists at one place more so than at another. As a result, someone tacks on a safety shield or safety something and the individual's attention is, in some cases, relaxed because of such hus-nocner devices. In my opinion, when the word "safety" is used, it is a need for using extra precaution over and above that which is normally used with tools of this kind. I recall, just the other day, viewing a young lad climbing a power pole He pro ceeded up the pole with his safety belt properly snapped on his tool belt As he reached about mid-point of the pole he fastened his safety belt around the pole so as to permit both hands to be free to hook a chain on the pole to permit it being lifted out by derrick. As be proceeded down the pole he uosnapped one side of his safety belt, letting the loose end dangle from his tool belt When he readied the bottom, the first foot reaching the ground stepped on 15 1957 National Softly Congress the safety belt, and as he started to step away from the pole with his free foot, he was pulled to the ground. There was a good chance of his receiving a serious in jury from one of the gaffs on his leg, and this is usually the result. I am reminded of another incident in volving a safety belt where a young lad was on a pole, which had not as yet been equipped with crossanns, and was in the process of transferring wires from an old line across the top of the pole to another side. To perform this operation, it is neces sary for the man to be sufficiently close to the top of the pole so that the wires could be laid over its top. The Safety belt was fastened around the pole in the proper man ner and presumably was fairly close to the top of the pole, and in an effort to become more comfortably situated he grabbed hold of the safety belt with both hands a short distance from the pole. He shifted his wdght forward to case the tension on the belt and with such tension so relieved, would move the safety belt up* ward with both hands. In so doing, the belt moved too far so that there was not enough bearing of the belt on the top of the pole to hold his weight when he settled back into the belt, and the man fell to the ground. The purpose of this belt was for his safety white he was or the pole so as to permit him to use both hands, but yet the very thing that was to assure him safety was the very same thing that caused him in jury. MUST USE SAFETY DEVICES When we view a man in the shop using a grinding wheel which is equipped with safety glass shields, again, the man is mis led to the point where he feels that goggles are not necessary. He proceeds to grind the material without realizing that frag ments of the material or the wheel could become dislodged and glanced from other surrounding Objects, striking him in the eye. Safety hooks on ladders will, at prevent the ladder from slipping away from a cable or messenger, but the mere fact that there is a safety hook provided does not mean that the man should not take the necessary precautions to see that there is proper footing for the ladder. In most cases, that is the principal reason for lad ders slipping or tilting. In some signal and communications de partments, there is in use hundreds of miles of cable suspended airily from messenger attached to the pole. Some of this cable re quires painting and inspection. When using cable buggies for riding the messenger, the operator should never relax from the re quirements of knowing that the cable buggy is properly seated on the messenger. Where the cable is painted by paint guns, sprays or shuttles, even though the equipment pro vided is the best that can be secured, there is always the need for extra precautions to be taken in connection with its use. SHimtE ACCIDENT I am reminded of an accident that oc curred recently where the shuttle type paint ing process was used. This process is where the long tube is placed over the cable with gaskets at both ends with provisions to cither puli or push the shuttle from one pole to another. The punt completely envelops the cable, and because of the limited size to permit the shuttle to be pulled inside the messenger rings, it has to be filled with paint approximately over two poles; and to facilitate this filling process, pressure cans are employed. In this particular instance, the man was pumping up the pressure in the can and only had performed two operations of the pump when the tank exploded, blowing out the bottom of the tank causing the pump on top to strike the man in the face. There was a flaw in the seam of the bottom of the tank which was not detected although this particular tank was used for three years for such operation. The principal reason the pressure in the tank was so great after only two operations of the p**"p was because of the fact that the tank had been sitting in the extremely hot sun for a con siderable length of time. Other mwanciis have also occurred where safety valves have not performed their function. IE ALEUT CONSTANTLY 1 think it can be said that, is awn am. where there is a device employed an ma chines which a great many of os use and where the name is preceded by the word "safety,** it is possible that such tens has misled some in its use. Therefore, where there is some extra hazard, I think one of the important things which should be ad 16 Railroad Industry vocated in the use of mechanized equipment or machines, employing the word "safety,** is that the individual should be alerted so that extra precautions can be taken. The equipment should not be treated as an ordinary tool because, surely, there are extra hazards existing or the extra equip ment would not have been applied. There is nothing more discouraging to a signal or communicatiocs officer than to receive a report that a man had fallen from a pole because of not having safety belt properly snapped to the ring, or where a man has lost his eye because of not wearing his goggles simply because the grinding ma chine had bote equipped with a glass shield, or where a man had received a lacerated thumb or finger because of having caught his hand in a payout or take-out reel. If there was seme way of impressing upon all persons that have anything to do with mechanized equipment, regardless of the de partments in which it is used, that if there is a machine that is powered by any means or if there is any automatic action to that machine, it should be considered as a haz ard for which extra precautions must be taken A SAFE TROLLEY MAINTENANCE by T. . KIRK assistant engineer, Electrification Dept* Chicago, Milwaukee, St Paul & Pacific Railroad co* Seattle, Wash, The Milwaukee Read electrification over the western mountains, because of geo* praphica! location and type of power, has been somewhat isolated from the other main line electrification in this country. This has resulted in the development of a trolley maintenance system and organization rela tively independent of the influence of other electric roads. The Chicago. Milwaukee and Sl Paul completed the westward extension of the rails to Scattle-Tacoma in 1909. Because of the severe profile, plans to electrify the mountain sections were initiated shortly after steam operation started. Electrification of the 436-mile Rocky Mountain division in Montana and Idaho was completed in 1918. The 226-mile Coast division in Washington was placed under electric operation in 1920. This electrification was the pioneer 3,000* volt direct current installation, its nearest predecessor being the Butte, Anaconda ft Pacific Railroad electricattoo at 2,400-volts D.C. to 1912. Today, the trolley voltage is 3,400 D.C, fed from motor-generator sub stations spaced at 35-mile intervals. A 100,000-volt transmission line parallels the railroad in the electrified sections and sup plies power to the substations. All power is purchased and received through' trana- mission line interconnections with several power companies. The trolley system is primarily wood pole, bracket arm construction. Span wires are used where there are two or more trades. Cross arms on the trolley poles carry one or taro heavy trolley feeder cables and a 4,400-volt AC circuit supplying power to the block signals. When electric operation was started, maintenance procedure was essentially copied from the numerous street railway* and In ter-urban lines, but with a few concessions to the higher mod more dangerous trolley voltage. TROLLEY TROUBLES The trolley system is subject to the same structural and insulation troubles as a power company line, and the same trouble from wind, lightning, floods, fires and trees. In addition, there is the necessity of maintain ing the contact wires in close vertical and horizontal alignment with the track. Any serious misalignment usually damages the engine pantograph collector, and frequently tears down overhead system. Trolley maintenance from the start has been mechanized in varying degrees. During the first few years of electric operation. 17 1957 Motional Softly Congress maintenance was performed from insulated platfroms built on top of box cars which were pulled with steam engines. The work trains also included living quarter cars for the line crews and train crews. later, each work train was consolidated into a single, self-propelled, gas-electric car, converted from passenger service. These cars had living quarters for the line and train crews, had storage space for considerable material, and an insulated work ing platform on the roof. The cars were equipped with air-operated tools which in cluded winches, jack hammers, drills and wrenches; powered by the car air compres Heavier straight road trucks, equipped with pole derricks and power diggers, are used when possible on construction and transmission line work. Use is also made of track cars, small towers on push cars, and light duty road trucks. AU road-rail trucks and the heavy road trucks are fourwheel drive and are equipped with power take-off driven winches. Electric tools are powered by portable generators. Electric and gas chain saws are used, particularly on tree clearing projects. Portable air com pressors for occasional rock drilling work, and bulldozers, when needed, are usually furnished by the track department sor. Each of the maintenance crews, so The complement of the trolley mainte equipped, normally maintained a division of nance crews is made up of men trained more than 200 mile*. through the railroad apprentice program During this period, construction work and scheduled heavy replacement was usually handled by extra line crews, working out of box car camps and using track cars for transportation. and of experienced power lineman able to meet the railroad qualifications. An other wise fully qualified power lineman requires considerable education on the job as to railroad operations. With the trolley system aging and re quiring heavier maintenance, the work train type equipment proved inefficient and too costly. About 10 years ago, a gradual change-over was made to crews working out of a home terminal. These crews re placed both the maintenance and construc tion crews and took over both types of work. Two or more crews are sometimes combined to handle large construction projects and major cases of trouble. WORK CREWS* EQUIPMENT NO MAINTENANCE SAFETY Because of train movements, it Is neces sary to perform a major part of all main tenance work with the trolley and signal feeder circuits energized. As such work, particularly trouble shooting, must be done in all kinds of weather and frequently dur ing darkness, there >*. unless safe working practices are applied, a high degree of hazard involved. As previously mentioned, original main tenance working procedures were mostly The basic equipment for these crews is a highway-rail truck, equipped with hydrau lically raised ladders. These trucks have track car type Banged wheels and axles, mounted fore and aft of the regular truck wheels. The truck is driven up onto the track and the tires lined up on the rails, usually at a road crossing. but may mount onto the rails at any point with the use of light wood Jrogs. The flanged wheels are evolved from previous experiences with street railway and power companies. In common with power company methods of that day, safety rules and practices were very rudimentary. It was, is general, each man for himself. Rubber gloves and other protective equipment was available but sel dom specified Qr used. As might be ex pected. accidents to lineman due to electrical shock and bums were frequent and serious. then lowered to the rails and the steering In the electrified territories, during the gear locked. period 1915-1031, right linemen were elec Most of the truck weight is on. and all of the driving and braking is through, the tires. These trucks can change from rail to road operation in less than a minute They can b* moved off the rail at any point where there Is sufficient shoulder oa the right-of-way to allow clearance from the trocuted and many received serious injury. In the same period. IS railroad employee* on the electrified divisions died due to elec trical shock and bums. In 1931, a new code of safety rules and instructions for line crews was issued, and a policy of education and strict enforcement rails. adopted. These rules prescribed a definite 13 Railroad Industry procedure to cover as many types of work as possible, and spelled out protective meas ures that must be taken. This new code was bated on IS years operating experience. plus a digest of power company rules ap plicable to trolley work. Ata, a set of rules and instructions was issued to engine and train servicemen, and other employee* on the electrified sections who performed work there was a possibility of contact with high-voltage circuits. These safety rules* although amended at various tunes, still remain essentially un changed and the results have been highly satisfactory. Beginning in 1932, there was a period of over 24 years without a fatal accident to electrification forces, including both line crews and sobstaricn men. ATTITUDE CHANGE NEEDED When the new rules were first placed in force, the most peasing problem was to re verse the thinking of the line forces and ther supervisors. Robber gloves are always uncomfortable, and the requirement tint they use protective measure* was considered by some lineman as a slur cm their ability to take care of themselves; and some of the supervisor* thought the rules would slow down the work. Concurrent with the strict application of the rules was the uutrtenee that the men work as a team; that warnings are to be given and be acknowledged, of any unsafe or unusual condition present or developing; and, also, that there most be complete and explicit undemamSsg by all members of the crew of the work and of all Intended moves. Essentially, the rales define work that may or may not be done with the tine* energized, protective measures required for hot work, and procedures for de-energising and grounding. Hot line work oust be done in such a way that any potential circuit through a workman's body moss be protected against by at least two insulators in series, so placed that not more than one eaa be accidentally bridged. An insulator in this rule is a porcelain insulator rated for the voltage involved, protective rubber hose and blankets. or 12 inches of the surface of a pole in good insulating condition. When it is impracticable to provide double insulation otherwise, rubber (fores may he considered one of the insulations. However, rubber gloves must be won always when working on or near live high-voltage cir cuits. The transmission line must be de-ener gized when any projected work will bring men, material, or equipment to within five feet of the conductor*. The troDcy and signal circuits must be de-energized when the double insulation stipulation cannot be met; when installing or removing cable or fixtures which cannot be handled in complete safety; after acddoits to the trolley system when the extent of the damage is not fully known; and when, because of emergency conditions, repairs are to be made by in experienced men. The rules are very explicit on handling work on de-energized circuits. The same care to prevent verbal misunderstanding must be used in handling circuit clearance* as in handling train orders. Protection against locomotive pantograph* bridging the insulation between live and dead sections of trolley ts provided by train order and/or flagging. All circuits de-energized must be shortcircuited and grounded before they can be considered clear. Grounds are applied by the line crews at the location of work and are under their direct control. Robber gloves are vulernable to damage from sharp objects; end require regular cheeking by visual Inspection, air tests and water tests. The gloves and all other rubber protective equipment .receive a standard voltage test each 90 days. Tools and equip ment are inspected regularly, with particular emphasis on the flanged wheels on the trucks and track cars. Much heavy pole handling and setting must be done by the. relatively small crews, and each rail trade and most straight road trucks are equipped with winches to furnish the power for this work. Considerable in sistence has been placed on nle rigging for heavy pulls and lifts. CODE REGULATES OUERATTON The operation of track cars and of the road-rail trucks is under the Consolidated Code for Trade Car Operators, under which aU qualified ear operators must be examined each year. The road-rail trucks, is par- 1957 National Safety Congress ticular, require careful operation, so they can run tony distances on the road out of sight of the track, and then return to rail operation at any convenient road crossing. When there is a doubt as to the location of trains, portable phones are used to obtain the information, or the necessary flag pro tection ts used. For the protection of other track cars, the intended working limits of the trucks is included in the track car line ups each morning. fa general, while all basic safety concepts have been retained and unproved on when possible, an attempt has been made to take advantage of alt new developments in equip ment and tools in line with the contimunf modernization of the electrification in par ticular, and the railroad in general. ^ HIGHWAY - RAILROAD CROSSING SAFETY REMARKS OF H. G. J. HAYES executive secretary, Ohio State Safety Council, Cleveland, Ohio If our program is in any way unique it may be because of one of two features. The executive committee of the Railroad division, which Is the body that develops and administers this highway-rail crossing program, embraces not only representatives from etch of the major railroads in our state having more than one mile of track in Ohio, but is rounded out by delegates from the Ohio Assn, of Chiefs of Police, Buckeye State Sheriffs' Asstu, Ohio High way Patrol, the Ohio Department of High ways, the Ohio Department of Education, Ohio Department of Highway Safety, the Ohio Federation of Women's Clubs, the Ohio Congress of Parents and Teachers, and several other organisations. Another point which may be slightly un usual is that we depend almost solely upon the media of truss communication in the development of our program. In line with the directive of the executive committee; at the time this program was first undertaken, the highway-rail crossing incidents receive only that share of attention which is pro portionate to their importance in total traffic incidents and casualties having gone from eight per cent to five per cent Newspaper and radio form the backbone oi our public information program. The grade crossing problem is referred to per haps a half dozen times a year in regular releases, which deal with the general acci dent problem for the period under discus sion. an Special emphasis U confined to just one week in the year. Usually it is the week just preceding 3day first In this period, while there are special releases devoted to the grade crossing situation, we have that problem featured in every regular informa tion service. GRADE CROSSINGS SAFETY WEEK "Safety for my Family" and "So Help Me, It's the Truth" both are keyed to the crossing situation, or give it a large share of attention in that week. I am sure that some of you may be acquainted with the details of our HighwayRail Crossing Accident Prevention Week, perhaps you will not mind if I summarize quickly the elements that this week em brace*. We obtain a proclamation from the gov ernor designating the period, calling atten tion to the crossing accident problem and to the progress that has been made in bringing that problem under control. The Depart ment of Highway Safety produces a special crossing safety poster, printing in excess of 25,000, which are distributed throughout the department's normal channels of distribu tion. Several thousand are available to the Safety Council's members. About 4,000 are provided to the participating railroads for display in places of public access on rail road property. Well in advance of the designated week, we make a tape recording using the voices Railroad Industry of brie *ad misty leaders throughout the state aad a amber of railroad safety offi cers. Tins tape is edited and transferred to planers which are provided to 10 stra tegically located radio stations, who have agreed to dm tbe message on the platter on a saturation basis during the week. Most of these stations use one of the messages at least every boor, so that in a week's time we have in excss of 1.000 short safety pitches made by radio. aVIC LEADER TAPE MESSAGE fa addition to this, all radio stations in the state mdu brief messages which can be used by any station personality. Similar short items are provided to the newspapers. Both newspapers and radio receive a de tailed story of the week's activities and a number of special items which may be used on tine air, or in the column, at the discre tion of the program director or editor. Ordinarily crossings are observed by one railroad each month cktring the year, to dis cover the frequency with which drivers vio late the proviso that they shall not drive on a crossing when an electrical or me chanical signal gives indication of the ap proach of a tram. Dining the grade cross ing acadent prevention week, however, all railroads make observations at crossings which they select. Since all reads are notified periodically of those cognacs in which crashes at cross ings are moot frequent, tbe railroads natu rally tend to concentrate their observations in those counties along their rights of ways which have the poorest experience. We will receive 50 to 60 reports of ve hicles that have doc complied with the law during that week. Tbe owners of these ve hicles are identified and the Council sends a letter to said owner telling of our pro gram, asking that they caution all drivers of that vehicle to approach crossings cau tiously. Sometimes we receive notice of a vehicle that observed the warning excep tionally well, and a complimentary letter is sent to its owner, much in the same fashion as we appeal to the owner of violating vehicles. In 1944, which was the year just before the start of this program, there were 178 persons killed in crossing crashes, giving us a fatality rate of 0t723 deaths per hundred million vehicle miles. In 1956 we had 122 deaths and a fatality rate of (X339. This was the second best year we ever had. How ever, a rash of multiple death crashes made 1956 the first year in six when we did not have a reduction in the number of persons killed. For the year 1957 to date, we are substantially below the experience of 1956; not only in deaths but in the number of incidents as well The railroad men who have been identi fied with the program are generous enough to say that the collaborative; concentrated, activity that has been our pattern from the beginning, is responsible for the results we have obtained. They seem to be good, but neither the railroads, nor the Ohio State Safety Council, will be satisfied until we get the deaths below the hundred mark for a year. f admit quite willingly that we do not believe that this pattern is the only answer. It has produced reasonably satisfactory re sults in Ohio. Many non-railroad groups contributed to these results . . . and we are reducing accidents, injuries and deaths at grade crossings. Possibly some other state can do better in another way. If so; our railroad representatives will be sure that we consider it. We never will be satisfied until we reach that irreducible minimum, zcro,A REMARKS OF E. . KIESELE superintendent oi safety, Chicago, Milwaukee, St, Paul & Pacific Railroad ce,, Chicago While the work of all Committees of the Railroad section is directed primarily to service to our fellow man, it probably is more predominantly emphasized in the work carried out by your Highway-Railroad Grade Crossing committee. First let us look at the record as given in the 1956 progress report oe the Signs of Life Program. During the 12 year period 1543 to and including 1956, there was a total of 18,109 deaths in collisions at highway-railroad crossings which was 4.3 per cent of the total of alt motor vehicle deaths. There has been a rather consistent reduc tion in this ratio throughout the individual years, dropping from 6.1 per cent for the year 1945 to 3.3 per cent for the year 1956. The actual number of deaths in highwayrailroad grade crossing collisions declined from 2,703 in 1945 to 1,325 in 1956 or 22 per cent while those in all motor vehicle accidents increased from 28,076 to an esti mated 40,000 in 1956 or 42 per cent DEATH RATE DECREASED The total motor vehicle death rate, rep resenting deaths per 100 million vehicle miles, decreased 43 per cent while the rate for highway-railroad crossing collision deaths decreased 71 per cent for those same comparative years 1945 and 1956. These are encouraging results and yet it should be obvious that there is still much to be done; In what better manner can we serve our fellow human beings than to try to keep them alive? Alive to enjoy life itself, a full three score and ten and more if pos sible. ^ We cannot afford to conclude that our work has been finished because of the re ductions made but rather this should serve as a challenge for all of us to find ways and means for greater and even greater accomplishment. Just as long as one death occurs at a highway-railroad grade crossing, there U work to be done by this committee and by all railroad employees. By the same token, we as safety-minded citizens should likewise realize that the same applies as long as one death takes place in a motor vehicle accident of any kind or at any place, and for that matter in any kind of an accident. Service to mankind is never ending and has many ramifications as well as many avenues of approach. No one person in a given lifetime can successfully attain the ultimate in each phase of such service. However, we can dedicate our lives to that phase of service which concerns the safety of our fellow human beings and I believe this to be the overall purpose of the Na tional Safety Council. DEVOTE TIME, ENERGY Let us pick just one phase of service that of devoting time and energy toward the elimination of alt types of accidents which will include those at highway-rail road grade crossings. It should be a serv ice extending far beyond the ordinary call of duty as we have come to regard it. As railroad people I believe we can all understand this and those who have seen military service of any kind undoubtedly know what I am talking about. To be of service in this most worthwhile endeavor we will have to extend ourselves. It may be necessary to make some sacrifices of time to attend meetings of Parent Teachers Associations, service dubs, com munity gatherings and the like--all for the purpose of bringing to those people the message of safety; the message of how lives and limbs may be saved. SIGNS OF LIFE PROGRAM An excellent approach in many instances is the Signs of Life Program. Here you have a story to tell which is ever new and thought provoking. The National Safety Council stands ready to supply you with the necessary materials and I urge you to use them at every opportunity. In practically all phases of safety work, results arc measured by the comparison of the number of accidents or injuries for any 22 Railroad Industry given period compared with a corresponding period of previous years. However, certain safety activities are carried out which can be measured; not to such an extent as to be able to state defi nitely the number of accidents or injuries prevented but certainly to a degree to in dicate the likelihood of such prevention. I refer to the programs {mown to be tn effect on at least three railroads in the United States whereby violations of the taws covering the approach to and the crossing of railroad tracks which intersect streets or highways are reported to the owners of the motor vehicles for handling with the drivers. Generally the owners have responded with a letter of appreciation and with assurance that appropriate action had been taken to avoid a repetition. EMPLOYEES REPORT VIOLATIONS It would be most helpful to have such activities carried out by all railroads. The plan is a simple on& Briefly, the motor vehicle laws pertaining to the crossing of railroad tracks at grade for the states through which the railroad operate* are made known to Us employees with request that they report to the division superinten dent any violation* of the taws as observed by them. The superintendent then writes a letter to the owner or operator of the ve hicle calling attention to the violation re questing that the taw be obeyed in the future In the interest of safety. In a period of approximately two months on one railroad, letters were written on violations of the law by 200 tank truck*, eight school buses, six other buses, two trucks handling explosive* and to the opera tors of three other trucks handling ordinary materials which trucks narrowly cleared trains. It is a cooperative program as are most safety programs. The railroad employees must cooperate in noticing the violations and in gathering sufficient details for writing the letters. The operators of the vehicles on receiving the letters should handle not only with the offender but all their other drivers as well Such cooperation on the part of all interested individuals is bound to bring re sults. It is a plan which will be helpful in reducing the number of highway-railroad grade crossing accidents and is strongly recommended to ail railroads. I would like to ask that you consider seriously the suggestion that you resolve to be of greater service to your fellowman in this life raving program. ^ FINAL SESSION ADDRESS by E. F. TUCK chief mechanic*! officer. Si. Loufe-Sen Francisco Railway co-, Springfield, Mo. Supervisors have a leading role in safety. But safety is, in truth, a one-man job, and the man who is most responsible (or an in dividual's safety is that man himself. AH of the gadgets in the world will not keep a careless man from getting hurt--and a man is a careless man if he is thoughtless for only ooe fleeting second, because that mo ment may mean life or death to him. If a person is careless for only an in stant be is not keeping up his practice of safety long enough. Safety is a challenge to riL We are con stantly faced with hazards, whether at home, on the street, in the office, in stores, theaters, our own private cars, or public transportation systems. No matter where we are, as long as there is motion there is a challenge to safety. One only has to read the paper to find a report of some kind of accident. But that accident which rates publication nay only be one of the freaks or one of the more serious which, because of its nature, is classified as news. I wonder how many other accidents occur for that one "freak** which never make the papers? How many daily challenges to safety were not success fully met? Many, many more than reach the news caused discomfort and toss of time to the injured. SAFETY iS A CHALLENGE Safety is a constant challenge if we are to overcome the tremendous losses sustained by humanity every year in loss of time--in toss of income--in permanent impairment of faculties--in just plain discomfort. Safety is a constant*challenge if we are to increase our longevity--if we are to better our chances of living a fuller life--better our chances of remaining whole; hale and hearty. Who is challenged? Every man, woman and child on this earth, rich or poor, young or old--cone escapes haard, none is safe unless be thinks safety constantly. Even the home, that sanctuary to all, is full of challenges. No one is immune, no one is sheltered. The only remedy, the only chance for victory lies in thinking and practicing safety--it should be preached, policed and practiced by alL You bmb in mfety work occupy a most peculiar position. You have an unlimited quantity of a most valuable article to give away--data oa safety--but, unfortunately, this is an intangible item. I wonder what would happen if you were told that you had an infinite supply of cigarettes at your disposal and your com pany's only request was that you give them away--free no strings attached--just give them to any and all who would accept-- all you had to do was give give; give. How much trouble do you think you would have? None--customers would return and return, time and again, and new ones would be added. But don't forget--your supply is un limited--as long as folks will accept, you can give. Wouldn't that be an easy job to handle--and a pleasant one? CAN'T GIVE AWAY SAFETY Writ, you have something of much more value--you have unlimited quantities to give away--but it is intangible. The peculiar situation about your position is the fact that with an unlimited supply of a most val uable item--safety--yew can't give it to peo ple--you can't get than to come after it-- you have to sell it to them. There's no charge--it's absolutely free-- but you still have to sell it, and you have to be just as good a salesman as you would to sell any commodity on the market today. Your safety record is your order book--it is a dally challenge to your salesmanship. It is most disheartening to try, try and try, and then see reports of aeddents that should never have happened--aeddents that could have been prevented if the victim had only accepted that free item which was available to him in unlimited quantities-- that item you had to give him, and tried your best to sell to him. We are all familiar with the hasards that beset one during each day of his ex istence, and we reiterate them pictorially 24 Railroad Industry and statistically to those under our super vision with the hope that extra thought will be given to practicing safety. Are we always getting our story across as we intended? My paribob is directly con nected with safety because hs the operation of a railroad many hazards exist The men are fully aware of the risks involved in that sort of occupation--they are naturally more careful than they woold be if engaged in some less haraideas task. However, we find it necessary to rewind them constantly of oversights oa their part--to remind them to practice safety every minute of every day. As tn other large industries, we on the railroad compile statements and statistics about our accidents. Through these statistic* wt arrive at a ratio--the number of accidents occurring per million man hours of work. How much does this mean to you--mat engaged primarily in safety? It means a great deal to you but what does that ratio mean to the units that formulate it--those units are men. (he workers. I'm afraid that a 5.1 ratio or a 95.1 ratio would indicate tittle to them. MAN IS PRIMITIVE Man is fundamentally primitive--he grasps quickly the sonpic things and flounders upon the complex. When be began fus existence, he first noticed his fingers, and then his iocs--and to record numbers, he began by using these. Five feigers oo ooe Hand, five on the other--that made it easy for him to comprehend op to 10. After he progressed a little farther, he included his toes--and then he could comprehend 20--10 fingers here; 10 toes there. He is still priBBtrre--he stHl subcon sciously uses his fingers and his toes. When you go beyood, and beyood, and beyond that into the realm of astronomical figures --million miles, mOtion dollars; mtifioa light years--and. yes, million man hours--he's hopelessly, irrecoverably tost--so far lost that he shrugs his shoulders and says "so what--a million, a bOItoo, a triltioo--I'm only one--that fine finger on that right hand, that's me--and the minioo*, billions, trillions are of no concern. Yes, I can think beyood me--that hand has five fingers on it; me. my wife and three kids--that's ooe hand, that's ooe family --my family. Now you are talking about something t can understand . . . but a million man-hours--and there goes the shrug again, and "so what* Now, you are intelligent men and are familiar with statistics--you work with them all of the time you should be most adept at understanding them. I am going to quote to you some figures about a par ticular railroad. During a certain month, tbe tool mas hours worked on that road was 9^20,000. There were no fatalities during that period but 43 injuries did occur. The ratio of injuries per million man boors totaled suS* dently to make a ratio of 4.61. DON'T COMPREHEND MILLIONS Now, as I said before, you are cacep- tiooal men in this tine of thinking k is your work, your job . . , you do it aB of the time. But I woodcr bow many of you could repeat the figures which I jtxst quoted --a few, yes--the majority, so. How many workers, the units you use to make your statistics, your ratios--mew-how nony of them could comprehend what those figures mean? Very few, if any. How many would ay "million*--billion*--trillions--so what?" Very many?--Yes. Why?--Because the story has not been gives to them in the units they can understand readily--IQs and 20s--10 fingers here--10 toes there Now let's m if there Is some way we can bring these figures down to earth--get them out of the sloes so that s mao without a telescope of higher learning and without the astronomer's mind can understand them. Let's see if we can't get them down to the units he understands. The avenge man today works eight hours a day, five days a week--that's 40 hoars a week or 090 hours a year. How many years would it take this one man--this "me" --this you are talking to to complete one milHon hours of work? Why, at the rate of 2,080 hours a year it would take him 480 years. So, we're still way out of his rerim- we are talking about a period approximately seven timet as long as be will tire If he fives to reach 70. We are far--too far away from his 10 fingers and 10 toes. We'll have to get closer than that 25 1957 National Softly Congress Our ratio per million man hours was 4.61. That means that for every 480 years this "me" would* according to the law of aver ages, be injured about four and ooe-half times, or once every 106 years. Still too far away--but we're getting closer. Let's say--and we woe's be far wrong-- that the average worker spends 35 years at his task. That means it takes the lifetime of three workers to make 106 work-yean--and in that 106 years of work, our ratio shows one accident is due. 1 ONE OUT OF THREE HURT Now we're getting down to the fingers. One worker out of three wiB have an acci dent--one out of three; Now* can this "me" we are trying to impress understand? You bet he can--he cm look around him and see two other workers* ad say to himself "one of us U going to be hurt in our lifetime, one of us three--will it be me?" There, you've made the story elide He knows that unless be and his fellow workers do better practicing safety, his chances arc one out of three to get hurt--and ooe out of three is pretty big. He doesn't have to use many fingers to count that--it's pretty close to home. Now, safety is everybody's individual job and it is an everyday, around-the-clock business. It's our job to preach it and police it to see that it is practiced. It's our job to let the workers know where they stand and what their chances are--it's our job to bring the story home to them. We want to make everybody safety conscious all of the time; and bringing the story home will do a roost fruitful job. The illustration I have used can be applied to any form of accident we care to illustrate; It only takes a little trained thinking oa our part to put it la language our hearers will understand--a language that will put the "me" in the picture for Am And when you have them thinking about their "me," you've got there thinking 26 THE IMPORTANCE OF SAFETY IN MAINTENANCE OF EQUIPMENT AND STORES . (A Syapeslm) LOCOMOTIVE MAINTENANCE by&H, CRAY master mechanic, Chicago, Rock Island t Pacific Railway co* Chicago Inasmuch u raBrae&ng U one of Ac oldest industries in the United States, the railroads have some of the oldest struttedes, the oldest methods, the oldest ideas, the oldest men, and is the case of safety, the oldest problems. In the case of the oldest problems, the oldest answers are oot neces sarily the best ones and new answers to old questions and problems are in demand, by the newer and aggressive managements. There are innumerable problems that stand in the way of maintenance of equipment safety, but if we spend our energies toward curing the ailments, instead of listing the problems by numerical order, we find con siderable hodway has been made. The responsibility for the safety of the men working in the maintenance of equip ment department belongs to the boss. One can delegate authority to subordinates, but cannot delegate responsibility. The bead of the department must formulate a plan to be followed to accomplish a safe working pro gram. He most be able to sell his program for safety to his' supervision, m suds a manner that they in turn, will be able to put the program across to the people work ing in the shop*. ALL METHODS VARY The same methods of obtaining results in safety, will not always work n different shops, or with different group* of people. Generally speaking, however, action that ends in results tint can be sent, will go a long way toward putting safety program on its feet, and cause it to gain momentum. When a fire department arrives to pot out a fire and finds someone eUe has done so first, they don't go away mad. When the bridge and building department arrives to repair an unsafe stairway or ramp; and find- someone else has dime so first, there is sure to be a big fuss--but whoever said for cer tain, they would ever arrive in the first place? Why should they ccmplain if an unsafe coocKtion has beat repaired and a possible injury prevented? The responsibility of safeguarding of mechanical employees is with the mechanical officers, not with the bridge and building department Included in this responsibility to accom plish safe work, is the responsibility to pro vide a safe {dare to do it The cafe place is one with adequate room. It is sometime* surprising to find that door space is in creased 50 per cent when material is stocked in the storehouse, instead of the shop floor, and when the scrap is removed regularly by ooe man rather than periodically by a dozen men. When working in cleanliness instead of dust, a man not only does his work faster, but cleaner, better and safer. Good housekeeping is fundamental is a good safety program and a well organized and operated facility. Sometimes, as strange as it may scon, safety first seeds to be gives respectability. 1 have had the misfortune to be transferred to a mechanical facility at which the officer in charge, only paid "Up service" to safety first. He walked through the shop day after day wbrs it was in disorder and filthy dirty. He would mtfinally walk by unsafe conditions and men performing their work using unsafe practices and do nothing to straighten the place up or stop the unsafe practices. He would meet with the safety committee and promise anything and do nothing. Gen erally the safety meeting took the aspect of a labor committee, meeting to handle grievances. There were safety items that 27 1957 National Safety Congress had been reported for eleven years and no action taken. My first action was to inquire who was respected by a majority of their fellow-em ployees and then dissolve the old safety committee. I formed a new committee and explained to them that certainly there was one problem that would not become an issue between the employees and shop manage ment and that was safety first. In one year we had made tremendous strides in cutting down injuries; we wiped the It year old safety items off the books and were work ing currently on conditions that were re ported. In 90 per cent of the items brought before the safety committee, the answer* that solved the problems came from the em ployees thsnselves. The shop management and the safety com mittee were respected. The rank and file knew that the officer in charge of the shop backed up safety, because every day he made some corrections of poor housekeeping or unsafe conditions in plain view of other employees. The safety record improved 7$ per cent in 60 day*. The supervision in the shop knew that safety first was first in their duties. SAFETY IS TEAMWORK Nov the shop safety achicvancnt doesn't happen by accident--it needs promotion and whose responsibility is it to promote shop safety? The same fellow who has all the rest of the responsibility. Only the men involved might know as much as they do about it, so let's let them do a little of the work themselves. This is team work; with team work use gimmicks, tools or any other means to attract attention to safety first, but avoid bring ridiculous and thus cheapen the program. At one of our facilities, we do the fol lowing things: 1. Fly the American flag and the safety flag over the premises. 2. A safety meeting committee made up of highly respected men meet twice monthly to discuss safety and solve safety problems. 3. White caps with the Green Cross, emblematic of safety first, is worn by each committeeman during their tour of duty. This allows employees easy access for handling safety first ideas. It is felt some employees will 28 go to a fellow-employee rather than a boss. 4. Each craft foreman and departmental foreman has above his office door a light that flashes green and bears a number indicating the number of days without a reportable injury. Should a reportable occur, a red light flashes until the end of the month, when the count starts over. Of the items mentioned above, each one was suggested by employees themselves and seeing their own devices and programs at work, they have a feeling of pride and a desire to see their own program succeed. Moreover, in the instance of the green or red flashing lights, the crafts are in compe tition with each other and nooe wish to walk through the doorway that bears a red flashing light. PUT VARIETY INTO MEETING One of the common complaints among em ployees ts that the same people talk to them in safety meetings, saying the same things over and over. I have heard it said so many times--"Why don't we have new faces and hear new things.** About two years ago, in one of our large shops located In a community which included a targe number of heavy industries, I ob tained the names of several safety superin tendents of such industries as John Deere Plow company, American Aluminum com pany of America, and International Har vester. Arrangements were made for these gentlemen to speak at our safety meetings held once a month In a mass meeting in the shop. Much to the surprise of alt the employees, it was found that many of the same problems in safety first confront these other industries that confronted us. It seemed to me that our employees were more satisfied to buckle down to our problems and do a good job of safety first. As safety suggestions are solicited, re ceived and put into effect, a momentum is established which sometimes inspires more and better ideas. Any enthusiasm Is a good thing and can be directed into a clean up campaign that winds thing* up evoi further. We find that a good way to promote safety among our people Is occasionally to have a safely first rally In our shops and invite the families of the employees. Railroad Industry We also realize how much influence the wife and family exert on the husband or father. If the families become acquainted with the supervision and the shop facilities in which their men work, we can enlist them on the side of safety first. After sw ing these facilities, we believe they will help us instill this in the husband and father. We have held such safety parties as 1 have mentioned and know that such affairs are beneficial. HOLD SAFETY PARTY On November !, we held a safety affair as I have outlined for the entire Chicago division of our railroad. Shop employees and their families attended ami employees and their families from all of the other departments were present, approximately 2,000 people. Safely first was the theme of the party and a special train brought our people to the {arty. The shop was decorated by the various crafts and departments, door prizes were give**--and, there was dancing and refreshments. As part of the entertainment we had a safety film, suitable for the faintly to see and a short safety first talk. Important too was the opportunity for the members of the employees* families to meet the officers and the supervision for whom their men work. Also the men had an opportunity to display their shop. I have not attempted to discuss technical safety practices to be foDowed In the main tenance of equipment; the technical safety practices will coroe if the boss is sold on safety first to a degree that he can intelli gently put his program across to his super vision and they in turn will sell it to their fellow workmen. Good housekeeping, respectability, sales manship, intelligent instructions, progresriveness, aggressive!ess and team workmil lick any problem. Therefore; if the bon accepts his re sponsibility and makes certain all of these ingredients are placed in the pie, there can only be a final result--safety firsts. FREIGHT AND PASSENGER CAR MAINTENANCE by D. L CKONKHIT1 master car builder, Chicago tt Eastern Illinois Railroad co,, Chicago, III. It has been my responsibility and *' io serve on safety committees and to . `*cr and promote safety of operations in and passenger car maintenance for the ' several years. During this period of t.nc, I have seer the accidents involving personal injury accepted without much thought to the pain and unhappiness caused, and I have seen the gratifying reactions to an aggres sive drive to eliminate this scourge of pain, suffering, and tragedy which affects our happiness and economical well-bong. Tins change in attitude ha* not been achieved individually, but by the cooperation of man agement and employees In their aideavor to make everyone safety-conscious. This drive to eliminate the old habit of accepting an accident as something that just happens occasionally, and to substitute the habit of trying to avoid or prevent aa acci dent before it happens, has resulted a a much better accident rate on our railroad. The maintenance of equipment department Use year achieved a record of working ooc million man hours without a reportable in jury, and we had over 500,000 hours on the second milltoo before an accident occurred which broke our record. We received the Award of Merit from the National Safety Council for this achievement, and for this we are justly proud and happy. This did not just occur, but represented the cooperation and earnest endeavor of all our employees. Another de partment on our railroad, the maintenance of way department, previously received an Award of Merit also for ooc million man hours worked without a reportable injury, and spirited competition has developed be tween these departments to see which will receive the neat award. During my work and experience In the fidd of safety of operation, I have con ducted many Inquiries into the causes of 29 1957 National Safety Congress amdenu involving personal injuries. Al though hazards were involved which if eliminated would undoubtedly have im proved the safety of operation, I fed the greatest cause for accidents is the lack ot individual thinking cm the part of super visors and workmen. I believe that we must get the lazy thinker sufficiently interested in the subject of safety so he will recog nize the hazards and take necessary pre cautions to protect himself and his fellow workmen from being involved in an acci dent. In some rases, wc have found individuals who showed sharp and alert dunking. But in the majority of instances we have found that there was just plain carelessness and negligence^ and the thinking was after the accident had occurred. 1 do not wish to imply that this lack of thinking applied only to the party who was injured, but that supervisors, safety committees, and other individuals all failed in their responsi bility of doing some constructive thinking and taking necessary precautions. CAUSES OF ACCIDENTS It must be recognised that in our work there are conditions which are dangerous and which are liable to cause aeadoUs if proper precautions are not taken to work with them safely. THU applies to the methods and practices which have been in effect for many years, and to the mnavatioos in the field of mechanics, electronics, and chem istry, which present new hazards where they have been adapted to our field of operation. In the past, most of our injuries were due to such causes as muscle strain In han dling heavy materials, working with hand tools, flying rivets cut by hud toots, or being struck oo the jaw with a jade lever. Today, we have injuries due to bring struck by motorized equipment handling materials, flash bums to eyes exposed to electric weld ing; or exposure to gas fumes which may be Irritating and ta some cues toxic. Therefore; if we are to enjoy the better things for performing our work, we must also avoid die hazards, and through educa tion and constant and consistent thinking provide ourselves with a solution for living safely with these hazards. We have technical experts to assist us in our programs of safety education, but we must always remember that getting each in dividual to think safety is most important in any program for eliminating accidents. And we should not be selfish with our knowledge of safety of operation. We should be ever on the alert for the new and inex perienced min, to see that he does not be come tax in his thinking about the safe way to perform his work. I can not tell you how to get a man to think correctly in the field of safety. I do know that we must have a program into which our safety activities must be chan neled, and the better the program, the bet ter benefits cn be expected. We must have the intestinal fortitude to keep at it con sistently, and oot allow mistakes and frus tration to discourage us to the point of interfering with the program. We most have a sincere desire for a better safety record, and we must instill that desire m our employees if we are to lead our organi zation to that gual.^ 30 STORES OPERATION by I*. P. FORBES supervisor, scrap A reclamation, Erie Railroad co., Mcadvillc, Pa. It U the tittle things that annoy us. `'You can sit on a mountain, but you can't sit on a tadc." Paraphrastically, this old saying sums op our safety program for main tenance of equipment and stores operations. We have learned to respect the potential hazards m the many complicated problems of handling dangerous commodities, such as explosives, inflammables, etc, but In the simplicity of daily routine, we have had and wtll continue to have the problem of con tending with the unpredictable behavior of the human element at work. Little new can be written about safety that Has not already been expressed in varied ways, somewhat similar to our re ligious inclinations, bolstered by repetitious reminders of shortcomings to keep us from backsliding. We coatainlly strive to cre ate interest in safety programs and many times feel we are getting nowhere with them. By the same token, we must not re lax in our efforts to contact and teach em ployees to join hands in the all-out "Fight for Life." Education U a major process through which accidents can be reduced. We can and we must make such provision for the edu cation of the rising generation to make them safety conscious to the "nth" degree. The conditions under which they will work, play, and live, will be even more dangerous baw present existing conditions, as we live tn a world whose chief concern is more and more speed. In this haste and speed we violate safety rules or laws which in turn build up sales resistance which is hard to overcome. It is this phase of our safety work to which we must devote our greatest effort. Tn the main tenance of equipment and stores, Americas railroads recognize this problem and spend untold tune and money tn educating em ployees in the matter of personal safety. By so doing, they keep pace with changing con ditions through those now employed who must set the example for those who will follow. This educational endeavor is getting results and has contributed its part in the reduction of accidents. As active safety committee, making rou tine inspection of properties, equipment and stores operations, ferretting out dangerous conditions, faulty equipment and improper tools is a medium that becomes a part of a positive approach in getting across to the individual the sincerity that must be the keynote of the program. The person who contributed the following was on the right trade whm he wrote;-- "No man will pay heed to anything he is not interested in. To capture his mind, you must first get full attention, and this can be accomplished by stirring his per sonal interest. Mart is more interested in himself than anything else in the world. When you prove to him that you are in terested In him and that you are sincere tn your thoughts and actions, your task of developing him into a Safe Wan has progressed greatly. Keep faith with your men; show them that you are interested in their welfare and they will respond. Establish the idea in the mind of your men that the result you are endeavoring to produce is the elimination of personal suffering, rather than an endeavor to build up a record of rule violation." To me, it would seem the first requisite of a good safety committee, attempting to install a positive and active program of ac cident prevention. Is the ability to gain the confidence and respect of all employees. The day of prohibitions and rules of Dorfts spon sored by safety workers is gone t their work now must be inspirational and educational, and their contact with employees pleasant experiences. It might be of interest to you to know bow a safety program is planned at one of our terminals to emphasize the logic that a safe-working employee is more contented and happier in his work and contributes to better relationship between management and himself by actively engaging in promoting safer working conditions. 31 1957 National Safety Congress This terminal is at MeadviUe, Pau, where I am chairman of the division superin tendent's safety committee. (All such activ ity on the railroad comes within the juris diction ot our superintendent of safety). There are 400 employees in 16 sub-depart ments that are contacted' each month at 12 locations where they can be readily as sembled. The committee is made up of the top departmental heads of the local opera tions. PROGRAM SET-UP The chairman sets dates for meetings and notifies the members, as well as sends no tices to all departments for bulletin board posting. The notices cany the time for the meetings and the subject matter to be con sidered. Diversified material is used; how ever. only one subject is taken up each month, e.g.-- Review of preceding year's safety posters. Checking on safety rule books and their usage. Proper clothing and health protection. Thanksgiving, Christmas, New Years, or any special holiday can provide suitable topics for safety talks, as well as the seasons of the year, vacation, school opening, etc. Once a year a motion picture on safety is shown and the following month a discussion on the film creates interest. Every possible angle that can be need to keep a fast-moving, 20-minute, safety meeting on the chosen subject is employed to create human interest. Near the close of each sub-deparnnenta! meeting, a short discussion period is held for a status report on items brought for ward from preceding month's meetings. Additional items requiring attention are solicited and only safety items that cannot get immediate correction are considered for the summary report given to the division superintendent. Handling is this manner, the list of items is kept to a minimum and in clude those requiring further study and in a few instances require appropriation* which must be approved before corrections can be made. DIVIDED INTO GROUPS The functioning of the committee is sim ple. Ordinarily there are 12 members who make the rounds and this number is di vided into three groups of four members each, referred to as Groups A, B, and C. AH members present themselves at the first location. Immediately with the start of tins meeting, or the subsequent meetings. Group A moves forward to the next location to assemble employees and introduce any pre liminary feature or arrangement in anticipa tion of Group B. The talk or message is handled by Group B as are the discussion periods. Instances where more time is required than the sched uled 20 minutes. Group C stays on to clear up safety items that become involved during the discussion period. The success of die meetings depends greatly on * a functional and well-balanced schedule, and the dividbg-np of the Committee into the three groups has been very effective. The primary objective of the work of this committee is to encourage employees to actively participate in the safety program to correct the causes of accidents, and help correct unsafe practices and conditions re gardless of department which becomes in volved. In this safety promotional work, maintenance of equipment and stores opera tions are so involved with the safety of every department that it is felt greater bene fits'are obtained through a committee repre senting all operations. Possibly this pro cedure would be of value at other railroad terminals A 32 OFFICERS OF THE RAILROAD SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--]. LLOYD, Jersey Central Lines, Jersey City* N. J. I'tce Chairman--L. C HAHNEY, Elgin, Joliet fit Eastern Railway ax, Joliet, IIL Secretary and News Letter Editor--F. C LEWIS, The Pullman ax, Chicago, IIL Associate News Letter Editors: Southeast--H. C DAULTON, The Louisville ft Nashville Railroad c<x, Louisville, Ky. Sf'esf--P, H, fENNER, The Western Pacific R.Rm, Sea Francisco, Calif. Centraf~J. E. SLAVEN, Chicago, Burlington ft Quincy R. K. cu, Chicago, IQ. East--). L. BABCOCK, Bangor ft Aroostook R.R.CO, Bangor, Maine Southwest*--G, R. KNIGHT, St Loots Southwestern Railway Lines, Tyler, Texas Canada--/. G. BELDHAAf. Toronto, Kamiltoa ft Buffalo Ry. ax, Hamilton, Ontario Association Liaison Committee--W. C. LARAWAY (Chairman), The Delaware ft Hudson R. R. conx, Albany, N. Y.; A. V, ROHWEDER (Vic* Chairman), The Duluth, Misaabe ft Iron Range Ry. ax, Duluth, Mina.; G. W. ELSTE. The Baltimore ft Ohio R. R. ax, Baltimore. Md.; G. C, STROMSOE. Atlantic Coast R- R. ax, Wilmington, N. G; J. R. THEXTON, The Delaware, Lackawanna ft Western Railroad ax, Hoboken, N. J.; D. E. MUMFORD, New York Central System. New York, N. Y. Contest and Statistical Committee--D. P. RUSSELL (Chairman), The Canadian Pacific Ryn Montreal, Quebec; J. P. ROLOC (Vice Chairman), Illinois Central Railroad, Chicago. IIL; D. W. NAFF. The Norfolk and Western Ry. ax, Roanoke. Va.; F. REYNOLDS. Beaton ft Maine Railroad ox, Boston. Mass.- W. C. LARAWAY. The Delaware and Hudson R. R. cotjk, Albany, N, Y,; J. L. BABCOCK, The Bangor and Aroostoek R.R. ax. Bangor, Me.; O. W. SMITH, Grand Trunk Western R. R. ox, Detroit, Mich.; C A. BIRGE, Missouri-Kaasax-Tocas Lises, Dallas. Tex. Film <md Sound Committee--R, S. JAMES (Chairman). Denver ft Rio Grande Western R. R. to, Oovtr, Colo.; E, H. BLEWER (Vie* Chairman), New York Central System, New York. N. Y.; H. CONNOR. The Baltimore ft Ohio R. R. ctx. Pittsburgh. Pa.; ft. A. GRUBBS, The Norfolk ft Western Ry. ax, Roanoke. Va.; C M. SCHAEFER. The Chesapeake mad Ohio Ry. ax, Richmond. Va.; G. R. KNIGHT, St. Loads South western Ry. f.mes. Tyler, Texas; if. A NUGENT. The Southern Pacific ox. San Franosco, Calif.; J. W. THOMPSON, Seaboard Air Lm* R. Norfolk, Va. HiphtLU/ RaSroad Crossing Committee--R. S. JAMES (Oaixman), The Denver ft Rio Grande Western R. R. ca, Denver, Colo.; G, M. DEMPSEY (Vice Chairman), Chicago, Milwaukee St Paul ft Pacific R. R_ ox, Chicago, lit; W. K. ROBERTS, The Chicago ft Northwestern Ry. ax, Chicago, IIL; G, W. ELSTE, The Baltimore ft Ohio R. R. ox. Baltimore, Md.; G M. SCHAEFER, The Chesapeake ft Ohio Ry. ox, Richmond, Va.; E. W, HOBBS, Missouri Pacific Lines. St. Louis, Mo.; J. P. KOLOC, lUmois Central Railroad. Chicago, lit; G, G STROMSOE, Atlantic Coast Line R. R. ctx, Wilmington, N\ C Nome and Of-the-job Safety Committee: R. P. HAMILTON (Chairman), St LouisSaa Fnedsco Ry. ax, St Louis, Mo.; C M. KIMBALL (Vice Chairman), Southern Ry. Sjv. Washington, D. G; E, L. DUGGAN, Atchison, Topeka and Santa Fe Ry. Syx, Chicago, IIL; E. H. BLEWER, New York Central System, New York, N. Y.; G D, BLUE, Chicago ft Eastern Illinois R. R. co, Danville, IIL; H, G DAULTON, The LommOe ft Nashville R. R. co, Louisville, Ky.; JOHN D. WATT, The Moooogahebt Connecting R. R. ox, Pittsburgh, Pa. 32 Membership Committer--H. E. SHAUGHNESSY (Chairman), Erie R. R. cut, Cleveland, Ohio; J. J. SIMONET (Vice Chairman), Soo Line R, R, Minneapolis, Minn.; C. K. HOCH, The Reading a>, Reading, Pa.; R. D, BEDGOOD, Chicago Great Western Ry, Kansas City, Mo.; P. H. JENNER. The Western Pacific Railroad co, San Frandsco, Calif.; J. J. NEWBAUER, JR, Richmond, Fredericksburg ft Potomac R. It, Rich mond, Va.; F. A. GIBBS, The Minneapolis ft St. Louis R. R. co, Minneapolis, Minn.; W. O. COTTINGHAM, Western Maryland Ry. ox, Hagerstown, Aid. Nominations and Elections Committee--J. H. WILLIAMS (Chairman), The Texas ft Pacific Ry. co, Dallas, Texas; C T. DxWITT (Vice Chairman), Northern Pacific Ry. co, Sl Paul, Minn.; R. S. JAMES, The Denver & Rio Grande Western Ft R. co, Denver, Cola; R. C. SABENS, The New York Chicago ft St Louis R. R. co, Cleve land, Ohia Program Committee--J. P. KOLOC (Chairman), ItUnios Ceneral R. It, Chicago, 111.; G. It DEMPSEY (Vice Chairman), Chicago, Milwaukee, St Paul ft Paafie It It ax, Chicago, UL; F, L. WINEGAR, Chicago, South Shore ft South Bend R. R. co. Michigan City, Ind.; R. C. SABENS, The New York, Chicago ft St Louis It Ft co. Cleveland. Ohio; W. F. FRANCIS, Lehigh & New England R. R. co_ Bethlehem, Pa.: R. A. NEWTON, Chicago ft Western Indiana It R. Belt Ry. co, Chicago, 111.; C. K. HOCH, The Reading co-, Reading. P*.; G. R. KNIGHT, St Louis Southwestern Ry. Lines, Tyler, Tex.; E. /. FLAHERTY, Lehigh Valley R. It, New York, N. Y.; M. E. STERNBURGH, New York City Transit Authority, Brooklyn, N. Y. Poster Committee--W. G. LANDRAM (Chairman), Wabash R. R. co, St Louis, Ma; F. C LEWIS (Vlee Chairman), The Pullman co., Chicago. IIL; J. R- BANNERMAN. Canadian National Rys. Montreal, Quebec; C EDWARD THORNEY, Chicago, North Shore & Milwaukee Ry. ax, Highwood, IIL; P. S. MOCK, Loog Island Ft R. ox. N. Y.; G. M. DYER, Kentucky ft Indiana Terminal R. R. co, Louisville. Ky.; J. E. SLAVEN. Chicago, Burlington Sc Quincy ft R. co. Chicaga III.; F. L. HILDE BRAND, Duluth, South Shore ft Atlantic R. R. co, ilarquette, Mich. Publications and Review Committee--J. T. WILLIAMS (Chairman), The Pennsylvania R. R, Philadelphia, Pa.; J. T. ANDREW (Vice Chairman), Great Northers Ry,, St Paul, Minn.; H. C. DAULTON, The Louisville & Nashville R. R. co, Louisville, Ky. R. A. NEWTON, Chicago ft Western Indiana R. R. Belt Ry. co, Chicaga IIL; E. D. WALDT, Chicago, Aurora ft Elgin Ry. co., Wheaton, IIL; F. B. LEWIS, Union Pacific R. R, Omaha. Neb.; J. F. TOOHEY, New York, New Haven ft Hartford It R. co. New Haven, Conn. Trespassing Committee--G. R. HUNTOON (Chairman), Chicago. Rock Island ft Pacific Ry. ax, Chicago, IIL; R. P. HAMILTON (Vice Chairman), St Louis-San Francisco Ry. co., St Louis, Ma; J. R. HUTTING. Detroit ft Toledo Shore Line it It, Toledo. Ohio; G. W. OXLEY. Virginian Ry. co, Roanoke; Va.; A. L. LENTZ, Akron, Canton ft Youngstown Ry. co, Akron, Ohio; A W. SHEA, Chicago, Milwaukee; St Paul and Pacific R. R. co, Chicago; IIL; R. F, DuVALL, New York, Susquehanna ft Western R. Ft co, Paterson, N. J Staff Representative--L. W. DUTTON, National Safety Council, Chicaga IIL 34 Other Volumes in Ms Series Users of this volume will find much value in its companion volumes. Her* is the list: Vol.No. TITLE Stock No. t General Sessions and Detailed Index I* sll Vetwmes........... . 022.27--f 2 Aviation: Aeronautical Industries Sect!an & Air Transport Section............ 022.27--2 3 Satie Steps in puciJtnt Prtvawiian.......... .. 62247--3 4 Cement and Quarry Industries.......................................................... . 02247--4 5 Chemical Industries .................... . 022JU-* 6 Gea! Mining Industry............... . 01127--t 7 Conetruction Industry and Public Employment (Mli*Employee Section)... 01227--7 I Electrical Equipment Industry end Public Utilities......... .......... .............. 02227*-! t Farm Safety ........................... ..... 02247--4 10 Fertiliser Industry .................... . .................... - 02247--10 11 Food. Meet Pecking A Leather Industries. Trades and Services.......................02227--11 (2 Glass and Ceramics Industry and Rubber Industry....... ............ . Q224?--12 13 Home Safety....................................... ,. 02247--13 14 Industrial Subject Sessions (Sponsored by ASSE)............ ............................ 02247--14 15 Uber ......................................................................................................................02247--IS 14 Maritime Industries (Marine Section)......... 02247--14 17 Metals Industry................ 02247--17 I! Metals Products Industries (Awtametivc and Washing Shop Snetien Power Press and Forging Section).......... ................................... . 07227--It It Mining Industry ................................................ ............................................ . 02247--It 20 Motor Transportation Industry (Commercial Vehicle Section)........ ............ 02227--20 21 Occupational Health Nursing Section............... 22 Petroleum Industry........ ....................................................................... 02247--21 02247--22 23 Printing and Publishing Industry.................... 02247--23 24 Pulp ead Paper Industry............ .................... 02247--24 25 Railroad Industry .......................................................... ....................................... 02247--2S 24 School and College Safety...................... 02247--24 27 Traffic Safety........................................................................................................... 02247-27 2! Transit Industry ................................................... 02247--24 24 Wood Products and Tcatile Industries........................ ..................... 02247--24 30 Early Morning Samians, "Human Relations and Man-Management".............. 02247--30 PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages--1 25 to 48 page*-- 49 to 96 pages-- Over 96 pages-- lie 9 copits Back $045 J5 .45 60 JS W to 99 copits Back $020 48 J7 JO JS 10O to 999 copits Bath $0.17 45 43 .45 40 1600 or mt Each $017 2$ 23 .45 JO Complete set of Current Safety Topics (30 vols.)--$9.50. Stock No. 022.17 All prices shown are subject to a 10 per cent discount to National Safety ***---rit members. NATIONAL SAKTY COUNCIL 425 NOtTH MICHIGAN AVI. CHICAGO II. IU. 24001)102 NwmaMS. 02207--21 36 1957 | CURRENT SAFETY TOPICS Volume 26 SCHOOL AND COLLEGE SAFETY TnauaetlonM of the 45th National Safetg Congremm (October21-25,1957, Chicago, III.) NATtOJSTAJL SAFETY COVJVCME 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS Plrcvfew of Evening Divisions...................................................................Frank 1 h Safety for School Personnel................ .............................. Lester L Wesserbrager Safety In Vocation*! and Industrial Arts Education............................J- F. Ufrara 7 What the Boy Scouts' Safety Good Turn Means to Schools and Colleges------ 10 Safety Through Physical Education Introduction.............. .. ... Homer Allan 11 An Analysis of Graduate Theses in School Safety in the United States from 1925 to 1950............................................Charles Peter yrt 12 The Effects of Driver Education on Driver Knowledge, Attitudes In Secondary Schools ............................................ ...Bernard I. Loft 17 Relationship Between Driving Records, Selected Personality Characteristics and Biographical Date of Traffic Offenders and Non-Offenders..........................................- ..........................E*" DTM* Heath 22 Significance of Safety Attitudes in Industrial Accident Prevention..................................................................................... Eerie S. Hannaford 26 A Tribute to H. Louise Cottrell...................................................Dr. Herbert J. Stack 29 A Critique of Selected Research Studies in Safety.............. Karl W. Bookwaltcr 30 Reducing Traffic Accidents by Use of __ . Group Discussion-Decision ...........................................Abbott u remss 3t Meat, Potatoes and Dessert in your Safety Menu................ L Vaughn Gayman 42 Advantages and Disadvantages of the Aetna Drfvotraincr and Multiple Car Plan for Driver Education................................................................... 45 Education Must Redesign the "Nut" Behind the Wheel..........E. R. Abramositi 47 An Experiment in the Use of the Smith-Cummings System-- "Training your Eyes for Expert Driving"........................................Elbert Hugunin 49 Evaluating Student Performance in Driver Education................ .Earl D. Heath 52 Evaluating Observation Time as a Part of Driving Instruction ................................... .................. Developing a Summer Driver Education Program Using the Daal Car Plan......................................-. .. Loren D. Campbell 53 Joseph G. Pawlowskl 56 ................ J. A. Gibson 57 The Omitntei/ School Section's Viewpoint mi Safety Education............ ... .James W, Mann 5B 2 CONTENTS--Continued The Changing World in Which Our Elementary . School Children Are Living................................ ............... Mis. Clifton M. Utley 59 What Are the Facts of Population Mobility Today? (A Symposium) Grange of Residence.............................. ........... ..........................Scott A. Greer 62 Agricultural Migrant Warier.............. ............................... .............Naomi Hiett 63 The Military Family...................................Brigadier General Robert W. Hall 65 Responsibilities of Colleges for Safety Preparation................ ... Eva M. Dratx 67 Occupational Safety--A Challenge to the Colleges..............Walter A. Cutter 69 Proposed ASSE Program for Colleges and Universities____... Red R. Temple 76 What Am the Standards for Off-Campus Housing?........... William J. Holland 7B Recommended Off-Campus Fire Protection Procedures_____Francis ). Quinlan School Responsibilities for Ski Safety..........................................William R. Judd 32 Making Student Accident Records Work... . ..... Norman V. Steere M Safety in Dormitory Living... ....................................... ....................Mavis Holmes 91 Demonstration of Television Techniques for Driver Education..................................... Frank Burrows, Charles MlchatsU, John Tucker 96 Protecting School Bus Passengers Through Education..............A. P. Smith, Jr* 9S Protecting School Bus Passengers Through Education......................... Bill Lemon 99 Protecting School Bus Passengers Through Instruction....................... Earl Heath 100 School Bus Accidents: How Much Do We Know About Them? How Can We Rnd Out More About Them?............................HellTe L Myers 101 School Bus Accidents in Courts......................................... .. .Harry N. Rosanficld 106 New Safety Problems from the Expanding Use of School Buses in Urban Areas................................ ...................................... .......... Robert G. Hayes 109 The National School Bus Program (A Symposium) ' Wratltb.............. ................................................................................ Ray Prince 115 What It Means to a State Department of Education......... C Wesley Dane I IB What It Means to a State Motor Vehicle Department Wallace N. Hyde 119 New Higher Education Section. 121 Officers* Ust................................ 123 3 LEARNING TO LIVE Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United State* and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts hardy kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers new dangers never before encountered. These, in addition to the everyday hazards of life; occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety publishes the Current Safety Topics--K) volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. THE SCHOOL AND COLLEGE DIVISION This volume is a record of the sessions held at the 1957 National Safety Congress by the School and College Division. The conduct of these Congress sessions year is only one of the many cooperative activities which the School and College Division carries on in behalf of its members, and for the benefit of accident prevention work in the field of education generally. The Division gifts in the preparation of a great variety of technical and educational material useful in day-to-day school safety programs. The activities of the Division are under the direction of the School and College Conference. The officers of the Conference as well as those of various School and College sections are listed at the close of this volume PREVIEW OF EVENING DIVISIONS PLAN OF ROTARY GROUPS ' by FRANK UNNETT specialist, Safety Education, Public Schools, Baltimore, Md. At the President's Higtnny Safety Con ference at Atlantic City, N. J, is May, 1956, vruioncnu were made for a sene* half hour sescioos. The five topics under discussion win be: 1. The School* and Fire Safety of meetings that were repeated for rotating 2. Safety for School Personnel groups. The members had a choice of the 3. What the Boy Scouts' Safety Good meetings they wished to attend, so that it Tans Means to Schools and Colleges was possible to provide for delegate* with wide interests and for those who wanted to be oriented oo most of the facets in any 4. Safety Through Physiol Education 5. Safety is the Practical Arts one or more areas. When I mentioned this type of arrange* mem to the program committee last year, there seemed to be considerable interest The committee agreed to try this arrange ment, and invited me to explain the proce dure. Yob are inrad to select the three meet* mgs yon wish to attend and go to one from 7 JO to i o'cJocfc. At the sound of the gong yon will`be dismissed and are to go to the next meeting which will begin promptly at 8:10. At the sound of the second goog at 8:40, you are mvited to go to the third meeting which will begin promptly at 9:50l This afternoon yon will meet the five Chairmen of the leadership teams. Each Chairman will have an opportunity to indi cate the areas of interest, current problems, and perhaps some of the leading or prom This procedure will give yon an oppor tunity to get a general background ia three areas. If yon wish to gain further infor mation. and or have direct questions you would like answered, raise these at this ising practices or trends to his particular time in the discussion groups. If you wish fidi This evening, each of the Chairmen more complete information and background will have a team composed of consultants you may remain in one of the discussion who have had wide experience in their re spective fields. After the Chairman has introduced the consultants and lacked ptf" the subject, there may be key statements from each consultant with respect to the discussion subject. group* for as extra period. In the event that you go to one of the discussion and find every seat taken, will yon kindly go to the meeting of your sec ond or third choice, and come back to the sune meeting for the second session; or, if Then, the whole area will be opened up it shonkl be filled a second time, make a for questions and discussions by the mem switch and come bade to this meeting for bers in attendance, with questions being the third time. directed Jo any one of the consultants either fa phoning these sessions, it was the by the individual participant or through the program committee's hope that this proce-i Chairman who may turn the question over dure would make it possible to gain a to any one of the consultants. wider spread of interest and yet an oppor This evening, you will have an opportu nity to attend three of these disoission sessions as each group will hold three one- tunity for detail. We Hope tills plan mil appeal to new Congress visitors and to veterans ilsoA 6 SAFETY FOR SCHOOL PERSONNEL by LESTER L. WASSERBURGER supervisor, Employees' Safety Educeifon R Accident Prevention, Los Angeles City Board erf Education, Los Angeles, Celif. Your concern for the topic "Safety for School Penoonel* will be influenced by your answers to the following questions: 1. Is your responsibility for safety con cerned with a small, medium or large school district.1' 2. Do you have a formalized employee accident prevention program? 3. Do you have s token program with someone responsible oo a part-time coordi nator basis? 4. Do you tasow the premium paid for Workmen's Compensation Insurance by your school district? 5. Do yots know the relationship of lossexperience to insurance premiums? 6. Da you make a monthly accident ana lysis of oo-tbe-job accidents to all em ployees? 7. Do you have within your staff a trained person capable of investigating and analyz ing accidents? 8. Do you make any attempt to convey to personnel hi your district the information gathered from the Investigation and analysis of employee accidents? 9. Do yon know whether it is your teachers, clerks, maintenance crews, cafeteria workers, bus or truck driv ers, or warehouse employees who are in volved in the most on-the-job accidents? 10. Do you know what could be the ex pectant dividend you would receive of the total premium paid for Workmen's Compen sation Insurance if you reduced your loss experience for oa-thc-job accidents? If you know what you are paying for Compensation Insurance and what dividend can be expected by an active aggressive Em ployee Accident Prevention and Control Pro gram you can classify yourself by the fol lowing formula. Forty per cent of the total premium paid can be returned if you have reduced your loss experience through a redaction of on-the-job accidents to em ployees. Are you interested in 'saving $5,000, $15. 000. $25,000, $55,000, $105,000. $155,000. $205,000 or $255,000, which is being poured down the proverbial "rat hole" with not even a remote chance of recovery of even a single penny? WHY. WHAT. AND HOW? A well planned Employee Accident Pre vention and Control Program organized on tiie basic philosophy and fundamental prin ciples of Industrial Acrident Prevention is the start to recovery of this ccooomic toss to school districts all over the United States. Perhaps this stimulates three important ques tions: 1. Why do school districts need an Em ployee Acrident and Prevention Con trol Program? 2. What are the approaches used to organize a program? 3.. How do we plan a program which will fit the needs of our school dis trict--whether ir be small, medium or large? The answer to the Why f is basically that school districts have a legal and moral re sponsibility to their employees and the gen eral public they represent Primarily, the legal concept of the statu tory regulations, establishing a "degree of responsibility" for safety of employees as required by ail school boards, superinten dents, administrators, supervisors, and fore men, is generally misunderstood and misin terpreted. Legally, school districts have a greater "degree of responsibility" as they operate under four specific codes: The Education Code, Workmen's Compensation Laws, Labor Code; and various types of safety orders issued by a division of industrial re lations or same comparable agency. 7 1957 National Safety Congrats The above codes ait contain sections which place the "degree of responsibility" on school districts to provide a safe place of employ ment. Further, they shall include measures to acquaint employees with the hazards of their employment and instructions in safe practices and procedures in performing their work. Hie power and statutory responsibility is vested in the school district governing body. They have a moral responsibility to em ployees and the public to prevent human suffering and waste. They have a civic responsibility to the public to reduce costs to a minimtsn without jeopardizing the edu cational program. They can fulfill all of these responsibilities by establishing an Em ployee Acddent Prevention and Control Program. MORAL, CIVIC RESPONSIBILITY Endorsement of a program by a govern ing board or an administrative representa tive, delegated the "degree of responsibility" to organize the program, is imperative. This statement win assure the rightful status necessary to the success of your program. The answer to the third question How! evolves around the basic principles and philosophy of industrial accident prevention. In the organization and planning of your program, consideration should be given to the immediate and tong range planning. The immediate approach should be towards di rect control of personal performance and environment The long range approach vhould encompass training and education. Basically, the purpose of any acddent prevention program is to assist ail em ployees to recognise, evaluate, and control the hazards of the environment in which they work, ploy, or live. If we review this definition we see that such a purpose in volves both on-the-job and oif-the-job safety. EMPLOYEE ACCIDENT REPORTS You can recognize your hazards by re quiring that all employee accident reports be sent to the office of the person delegated the responsibility for employee accident pre vention and control. That office can begin to evaluate hazards as to the agency which was the proximate cause of the acddent. Analysis of reports will reveal the acddent source and the na ture of injuries. The recognition of the hazards and the evaluation of resultant causes of your acci dents will suggest controls, which nut be established to prevent similar occurrences of the accident. The above three criteria for the evalua tion of your immediate program will pin point the occupations where you will need to place emphasis in your long range ap proach to a program of training and safety education. Experience in acddent prevention has shown that we can reduce oa-the-job acci dents to a fraction of what they were. As school districts why should we not profit and benefit by the experience of Industrial Accident Prevention SAFETY IN VOCATIONAL AND INDUSTRIAL ARTS EDUCATION by J. F. INGRAM stale supervisor, Trade ft Industrial Education, Dept, of Education, Montgomery, Ala. It was once a rather common thing among educators to ask any man who was a teacher and had a finger missing or a mutilated hand, "Where do you teach manual train ing?" This question had several impliea- 8 tions: (1) that teachers themselves were not good examples of the matter of safety, (2) that the program was one of "training" the hands only, (3) that the program in volved unavoidable aeddents and (4) all School and College Safety manual training teachers sooner or later met with an acddent. Progress has been made in this respect There are more better-prepared industrial aits teachers. Industrial arts is now recog nized as an educational program which ex tends much beyond woodworking More teachers with some industrial experiences ar< being used, and modem machines and equipment with standard safety attachments are more commonly used. More emphasis is placed upoo safe prac tices as an integral part of the curriculum as opposed to isolated "courses" in "safety." Industrial arts is recognized as an educa tional program through which pupils master and apply considerable knowledge white sampling the arts and stalls of industry through safe practices. ' TEACHING SAFETY WITH SKILLS There is an important philosophy which must be basic to any functional safety pro gram. In the first place it must be under stood that no piece of equipment, process or machine is. itself, dangerous if properly in stalled. serviced, and/or used. Then one must believe that all accidents can be avoided and all hazards minimized with cor rect knowledge and practices. Fear of tools, machines, and equipment can and should be displaced with confidence based upon skill and applied knowledge in their use Safety must be considered the practice of using the correct tools, machines and equip ment to perform work in a correct and safe manner. In other words, safety is "learned by doing" just as any other skills are learned. Safety is taught best with a positive approach--always stressing the safe ways of doing things, using proper tools, machines, equipment, and techniques. There are many sources of teaching aids and helps in the matter of safety. For in stance, the manufacturers of tools, equip ment. machines and materials provide some excellent materials on safety which relate to their products. In many instances manu facturers will send safety engineers out to assist m the layout and color schemes which contribute to safety and will teach the in structor safe use of the product Modem textbooks for industrial arts now inctude more and better instructions in safe practices in the school shop. However, too much of it is still negative rather than posi tive instruction. In the hands of good in structors it can be made very effective. CASE METHODS OF TEACHING Teachers must be well-trained and edu cated in the principles and practices of safety based upon a thorough knowledge of the problems and of the best practices found In industry and business. A technique which has been quite suc cessful m reducing accidents in industrial school shops has to do with an accident reporting procedure. Immediately after each acddent occurs the instructor is required to make a detailed report of ail facts concern ing it. Then a thorough analysis is made of the causes and detailed statonents of how the accident could have been avoided These are used by all instructors as sup plementary rids in teaching the safe use of machines, tools, or equipment. This is a case method of teaching and points up haz ards at the same time showing how to mini mize them. Perhaps the National Safety Council working through its affiliated local councils has done more than any other one single group to make this country safety coaacious. 9 1957 National Safety Congress WHAT THE BOY SCOUTS' SAFETY GOOD TURN MEANS TO SCHOOLS AND COLLEGES DISCUSSION SESSION REPORT Leadership Team: Chairman--Donald U. Higgins, director. Health and Safety Service, Boy Scouts of America. New Brunswick, N. J.: Daniel DenUy), associate professor of Forestry, Dept, of Forestry & Conser vation. School of Agriculture, Purdue University, Lafayette. Ind.; Lonnie Gilliiand, director. Safety Education, Pub lic Schools, Oklahoma City, Olda. The 1958 Safety Good Turn Program of the Boy Scouts of America Is planned to follow this schedule: February, 1951--Kickoff in Scout Week --February 7-13. March, April, and May--Traffic Safety --Each Scout unit takes port ia or puts on a project in automotive, bi cycle, pedestrian, railroad, or farm equipment safety. June. July, August--Outdoor Safety-- Each unit takes part in or puts on a water, fire, firearms, or farm safety project. September, October, November--Home Safety--Members of the Boy Scouts of America will deliver a message about family preparedness for emer gencies to every home in America. Materials will be furnished and dis tributed to Scout councils by the Fed eral Civil Defense Administration. Units will also take part in or put on fire prevention and home safety projects. February, 1959--National report as part of the Report to the Nation. The National Council, Boy Scouts of America, has ben given the support of many national organizations in planxung and organizing the activities of the Good Turn Program. The National Safety Council, as part of its effort, supplied an enrollment card for all delegates to the 1957 National Safety Congress to report their availability to local Scout officials to help cany out the purposes of the Good Turn Program. These cards, picked up from all sessions of the National Safety Congress, will be routed to the National Council, Boy Scouts of America, and in turn sent to the ap propriate local Scout officials for their in formation in locating professional safety personnel m their communities. School officials arc urged to make person nel and other facilities available to the pro gram whenever this is possible and support it through bulletins, announcements, and other methods consistent with the polides and programs of their schools systems. Recognition of the Safety Good Turn project and cooperation in its various fea tures can be the basis for activities of student councils, parent teacher organiza tions, safety councils, and other groups in or related to school affairs. The cooperation of school faculties and students can be of value to the Good Turn Program ia these ways: 1. arranging and conducting exhibits, demonstrations, and assemblies for the project 2. preparing and disseminating infor mation through various media . 3. assisting in recruiting, training, and selecting speakers who can publicize the Good Turn in the many meetings held daily by civic, soda!, and com mercial organizations. 4. helping to establish the proper edu cational approach to the program as it is prepared for adults and the various other levels of interest and comprehension. 5. assisting Scout officials to uncover the adult leaden wbo will cooperate in making the program maximally effective 6. evaluating and future planning Qf safety programs, publications, etc At the collegiate level, many of the fore going services of public and private schoob will alio apply, la addition, there is ia 10 School and College Safety fxutfcnce oa many campuses local chapters of Alpha Phi Omega service fraternity which consists solely of former Boy Scouts, many of them of the Eagle or Life Scout This fraternity and other men's and women's service groups cooperate both in campus projects and college community en terprises. Safety has beos a project for them in the past. Many of than will un- doubtedly welcome the opportunity to co operate in every possible way with the Boy Scout Safety Good Turn Program in 1958. I should like to emphasize the importance of making your safety skills and under standing of community service available to the local Scout officials who alone can make the Boy Scout Safety Good Turn program a vital force in American life today and in the future^. SAFETY THROUGH PHYSICAL EDUCATION INTRODUCTION BY HOMER ALLEN associate professor. Physical Education, Purdue UnivenRy, Lafayette, Ind. This subject means "Safety in other ac tivities, now and later, as a result of having participated in a well concaved program of physical education." in other words, many of us who have been working ia the whole area of physical education feel that a well balanced training program will be conducive to fewer accidents and injuries in any type of physical activity. We know in the average school, either at the elementary or secondary level, about one third of the accidents and injuries occur tn the gymnasium or on the playground. We accept this fact as almost inevitable, due to the physical activities involved in these areas. On the other hand, at least one-half of these accidents are the result of: A. Poor facilities and/or equipment B. Overcrowded classes or groups C. Poor supervision The following questions might lead to some interesting and fruitful discussion: I. What kinds of physical activities are suitable to children of various age groups? Can we specifically list certain activities in which an average child of a certain age may be expected to participate with a minimum risk of having an accident? Z How strong, physically, should a child be to indulge ia a specific activity? 3. Caa we measure strength, or stamina. or a combination of the two, in an average school child? 4, Docs strength, as such, determine ones fitness to participate in a physical activity? 5, Dees the average person, (child or adult) consider his physical fitness In rela tion to: ability to participate or msceptability to an accident, in a specific activity? 6, Does physical fitness contribute to: coordination, skill, suppleness, awareness of ones physiol limitations or personal safety? I have from time to time composed what has laughingly been referred to as poetry. In the following verses I stress a few aspects of attaining safety through physical education. To introduce my subject in a rythmic sort of way Might add a little sparkle to the things I want to say. For safety in the gym or on the play ground or the pool Can certainly be bettered in your home town public school. We talk of training children in the skills of many sports. We let them play on Boors and fields and even tennis courts. But do we give them training to develop strength of heart And of all the other muscles which they need to do their port ? 11 1957 National Safety Congress Small wonder that a youngster shies away from active stuff If he (mows he cannot take it when the going gets too rough. For a hump upon the noggin, or a twisted teg or neck ` Puts him cm the shelf completely as an un-heroic wreck. To those of us who've tried at times to practice what we preach. Abolishment of accidents is not beyond our teach. But it takes a lot of planning, and prac tice. every day To make our children really safe and keep them fit for play !A An Analysis of Graduate Theses in School Safety In the United States from 1925 to 1950 by CHARLES PETER YOST Pb.D., Thetis, University of Pittsburgh, Pittsburgh, Po. BACKGROUND OF THE PROBLEM Numerous people hare conducted research (or the purpose of maldng our nation a safe place to live Some research Has been done by graduate students in partial fulfill ment of an advanced degree, and has been concerned with presenting feasible plans of school safety. Very little has been done, however, to organize and classify the find ings of graduate theses in school safety for functional use by school personnel. Rather than have the findings of these studies scattered throughout the United States it was believed tint an accumulation of find ings. located in one sourest, would provide a means by which school personnel could better understand various facts, practice*, procedures, and policies regarding school safety, and hence initiate or conduct effi cient programs in school safety. The problem for study was to systematic ally identify and analyze masters' theses and doctoral dissertations m school safety as a basis for identifying acceptable policies, practices, procedures and instructional in formation in school safety for functional use by school personnel, METHOD OF PROCEDURE An examination of theses' titles in biblio graphical references and in information re ceived from leaders in the field of safety education revealed that 307 graduate theses had possible bearing upon school safety. Through inter-library loans 298 (97 per 12 cent) of these studies were obtained for analysts purposes. In analyzing the graduate theses, these questions were asked: (a) Was each study a graduate thesis or a "seminar report"? (6) Did each study hare direct bearing upon school safety as defined for study purposes? and (c) Did each study meet the evaluative criteria developed for study pur poses ? The criteria were developed through the jury technique and were primarily con cerned with ascertaining the scientific ac curacy of each obtained graduate thesis. The above three steps were utilized in deter mining those these which could be used for purposes of the study. In applying these step* to the obtained studies, it was found that nine studies were not graduate theses (as indicated in bibliographical listings) but were "sernmar reports"; ten did not haw direct bearing upon school safety; and 13 failed to meet the evaluative criteria established for study purposes. This left a total of 266 graduate theses which could be used for study,purposes. Further analysis of the useable studies involved noting various descriptive char acteristics indudiog the yean and institu tions when and where studies were com pleted, the degrees for which they were submitted, the research methods involved, the grade levels for which the studies were primarily concerned, the general topical emphasis, and the gaographiod areas where the studies were conducted. Findings of the useable studies were analyzed and classified for functional use by school personnel by formulating various major topics and subtopics emerging from the graduate theses themselves These major topics included "The General School Safety Program." "Safety in Athletics, Physical Education, and Recreation." "Safety in School Shop*," and "Traffic Safety." For each major topic various policies, practices, and procedures were formulated. The conclusions are in outline forms as follows: SELECTED CONCLUSIONS !. identification and Descriptive Character istics of Gradual* Theses nt School Safety. a. No single source was available to identify graduate theses is school 'safety. Bibliographical listings were erroneous in some instances, and titles of graduate theses were sometimes misleading. b. The scholarly research effort radnd its peak in 1940 and 19(1 wtai almost onc-fourth (ZiJS per cent) of the studies were produced. The majority of the studies met recognized research standards. e. Sixty-three different college* and oversaies produced a total of 266 grad uate theses. Over three-fomths (715 per cent) satisfied requirements for a master's degree. Icma State Teaches College produced the most masters' theses (17 or 7.9 per cent) while New York University produced the meet doctoral dissertations (27 or 57.4 per cent). Tlie single institution prodocing the most graduate theses was New York University (91 or 143 per cent). In regard to iasutaricna pro ducing the most gradual* theses <n various areas of school safety. New York University with 21 unfit* ted in the area of "General School Safety Program"; New York University with tea studies also led ia the area of "Safety in Athletics. Physical Ed ucation, and Recreation"; The Stoat Institute with six studies led in the arm. of "Safety tn School Shop*"; and Purdue University with sine School and College Safely studies led in the area of "Traffic Safety." d. The normative-survey type of re search has extensive use (used in 214 in*ranees or 803 per cent). Of par ticular significance was the small num ber of experimental studies (32 or 12 per cent). The greatest percentage of experimental studies fit any one arcs of school safety was in the area of "Traffic Safety" e. The most comcxcly used techniques for collecting data indude "literature survey," "questionnaires" "group test ing;" "observation." and the study of "accident reports." The we of the questionnaire by writers of doctoral dissertations was geaerally accompa nied try collaboration (joy). {. The majority of gradate theses dealt with safety at the secondary school levcL School safety at the college level lecctvtd major emphasis in 19 (7.3 per cent) stuffier g. Graduate theses a school safety were cuuccrocd with safety in various jjot The topical of "Gen eral School Safety Program" re ceived the greatest stress. "Farm Safety" received the least emphasis. h. The Midwest Diaorict of the Ameri can Association for Heahh, Physical Edumtieo, aad Recreation was the geographical arcs where the most graduate theses (77 or 28.9 per cat) were produced. i The topic of evaluation was given lit tle emphasis. j. Graduate theses primarily listed as the cause of accidents the last acts of tad&ridrals involved. Personal factors were scarcely recognized as causes. lu From 1925 to 19(1 courses of study were favorite topics for graduate theses. These studies followed the priatiplcs of general curriculum con struction. L The idea that "a program of safety adoration is essentially a local prob lem and must be dealt with accord ingly" was quite pronounced in grad uate theses which proposed safety programs for a specific school or com munity. 15 1937 National Safety Congress 2. History and Philosophy of School Softly. a. No ooe time or place can be desig nated u the beginning of school safety. Limited evidence in the area of "Traffic Safety" indicates that driving instruction began is the early 1930's, Early sdfesy instruction in the schools was received as relatively un important subject matter until the pub lic realized the fact that accidents were taking the lives of numerous school-age children. b. Accidents have become the leading cause of death and disability in schoolage bays and girls. However, this is not the primary- cause for school safety. Safety is a fundamental life condition and therefore has a place in the school curriculum. 3. Findings of Graduate Theses in School Safety m Various Areas. a. "GENERAL SCHOOL SAFETY PROGRAM." (1) The organization and administration of school safety varied. Safety in struction through enphasls in estab lished subjects, as a separate subject, through pupil safety organization* through homeroom periods, or through "inddental" instruction were the methods used or advocated. There are many courses in the school curriculum in which safety can be correlated. No evidence could be found to indicate that safety educa tion objectives could be achieved better by correlation than by offer ing safety as a separate subject. (3) Safety instruction tends itself to a variety of teaching methods. The choice of any one method is de pendent upon available materials, the needs and interests of pupil* the tupe element, and local factor* Thu* no one method is best. (if Although positive instruction has become popularized in safety in struction, no objective basis for the current interdict against negative forms exist* There is very lirnfferf evidence which suggests that negative language forms exist* There is very limited evidence which suggests that negative language forms are slightly more effective than positive form* (4) Analysis of pupil activities, and the studying of where, when, bow, and why accidents occur seem to offer the best means foe selecting subject matter content It is essential that all accidents be reported and that accident reports be used as construc tive devices in improving the school safety program. (5) The widespread nse of school safety patrol* particularly street safety pa trol* is indicative that school author ities were receptive to modem educa* tional philosophy winch messes "laming by doing." aod "developing good citiKnship quim." Although noa-sdxtfl authorities leentzmws had the responsibility of supervising pa trol members it mat be borne ia mind that salcty patrols should be under the direct snpcrrisiea of sdaool authorise* (6) A high degree of compatibility exists between this objectives of safety ed ucation and the objectives of general education. (7) Failure (o assign major responsi bility for the organization. direction, rad supervision of the school safety program to earn iadiyidm) may bendicap the program so severely that its success win be hampered. The title assigned to (his individual may be supervisor, director, consultant, co ordinator, or ray other title which concurs with local administrative polities. (8) Schools can scarcely realize success ful safety programs without enlist ing the aid of outside organizations and agencies interested in promoting safriy. It is highly essential that at tention be given to coordinating the efforts of these organizations and agencies otherwise unnecessary and wasteful overlapping or duplication might occur thereby prevailing max imum results. A careful check should be made to determine if services ex tended by such organizations or agencies are worthwhile and educa tionally sound. (9)'As important phase of the school safety program is the provision and maintenance of a safe school en vironment. All school personnel must do their part in keeping the build ings and grouads in safe condition. This entails periodic inspections rad good housekeeping. (10) Safety is a dominant factor that must be given the utmost considera tion in the transportation program of ray school. Esseitiai safety fea tures Us pupil transportation include safe buses, competent bus drivers, safe transportation routes, legislation governing the actions of motorists who approach school buses stopped to load or discharge pupil* a safety education program regulating pupil conduct upon entering the bus while riding the bit* and when tearing the bus. rad sound business practice* (11) Although fire safety ts intensified during Fire Prevention Week, the nature of the school fire problem necessitates that year-round ammetioe be offered. A desirable program in school fire safety includes a safe school environment, standard rules and regulation* Instruction in fire prevention and fire protection, fire drill* and cooperative community action. (12) Aside from the instructional program of first aid, first aid materials must be available la the school and a qualified person to administer first aid to injured person* (13) Teacher education colleges have lagged far behind the needs of pub lic school in the preparation of safety teacher* The development of col lege training programs had been re tarded by the faQure of irate rad Iocs! educational authorities to give deserving recognition to safety edu cation. By 1940 only 23 states had direct or indirect statutory legisla tion requiring (he teaching of safety, and few of these states designated the amount of time to be sprat on safety instruction. Until school au thorities demand that teachers be qualified, colleges aod universities School mi College Safety cannot be expected to offer safety courses, nor can teachers be expected to take available course* (14) In the absence of a statute, the pre vailing principle of law is that a school district or a school board is not subject to liability for pupil In juries. Individual school employee* however, are rubject to liability for pupil injuries, if negligence can be shown. School employees should be familiar frith the principles of li ability as a means of protection for themselves and the school. Proper application of the knowledge con cerning legal liability not only aids to avoid liability but helps to estab lish precautionary measures which safeguard the welfare of the pupil* b. "SAFETY IN ATHLETICS. PHYSICAL EDUCATION, AND RECREATION." (1) Ussy activities is the areas of ath letic* physical education, aod rec reation are hazardous in nature, but the element of danger and adventure makes the activities Intriguing and alluring. Many accidents which oc cur, however, are not due to the in herent dangers which are a part of the activitie* Over 50 per cent of the accidents axe due to improper adlitie* equipment and poor leader ship. (2) Football causes more deaths and in juries than any other mtmcbolastic activity, but the dangers in football have bees greatly exaggerated. "Tackling,'* "'blocking," and "being tackled" were most often listed as actions producing Injuries. Fewer football injuries occurred among teams who played opponents "In their own das*" (3) Insurance companies were initially reluctant to enter into the athletic insurance movement. Many state high school athletic associations de veloped their own plans to meet the cost of athletic tnjorie* Limited evi dence suggests that athletic injuries receive better care when insurance covers the cost of treatment 15 195T National Safety Congees* (4) It Is quite natural to expect injuries in those activities in which body con tact is involved. (5) Physical examinations are essential lor pupils participating in physical activities. (6) "Constant supervision and instruc tion" and "frequent inspection oi ail apparatus and equipment*' are the chief essentials of playground safety. {7} Camping and outing activities have become an integral part of the to tal school program. Increasingly, colleges and universities arc requir ing leadership courses for SRidems majoring in recreation or physical education. c. "SAFETY Ilf SCHOOL SHOPS" (1) Industry aided school personnel in building programs of safety in school shops. Although industrial assistance provided feu- building safety* Pro grams it docs not follow that strict industrial standards are wholly ap plicable in appraising local school shop conditions. (2) Method* of safety instruction in shops vary, and no one best method has yet been developed. Highly re garded methods were demonstration in the proper use of tools and ma chines, and the use of safety rules. (3) The grade or age level for use of different machines in school shops rises in accordance with the degree of danger associated with each ma chine. Basically a student should not be granted permission to use any machine until he is 100 per cent in formed regarding its use. (4) "Pupil carelessness** was most often listed as the leading cause of school shop accidents. It is that shgp instructors closely observe stu dents for signs indicating unsafe practices; undue haste on the part of students should particularly be observed. (5) Machine guarding, inspection of tools and machines, provision of personal protective equipment, maintaining good housekeeping practices, admin istering physical examinations, and * program of safety instruction are essential features of a shop safety program. (6) Teacher training institutions were deficient in setting good examples for prospective shop teachers. d. "TRAFFIC SAFETY <1) Although early research studies em phasised the importance of faulty at titudes as a major underlying cause of traffic accidents, it was not until the 1940'* that much needed research in measuring driver attitude was re ported. (2) It is difficult to attribute traffic acci dents to one specific circumstance or cause. The human factor (the in ability of individuals to exert self control and follow safe practices) is undoubtedly the major cause of traf fic accidents. (3) Traffic courts which hand down pun ishment in the forms of fines or short-term confinements do very little to correct faulty driving attitudes. Of more importance are traffic vio lator schools which aim at the cor rection of faulty attitudes. (4) In driver education courses, those items pertaining to the driver's at titude should receive the most em phasis that time and circumstances allow. Whenever possible; both class room and practice driving instruction be offered in accordance with state department of education rulings. (5) Programs of high school driver edu cation have gained public support. In some states students completing a high school driver education course are excused from all or part of the state examination for an operator's license. 5ELECTED RECOMMENDATIONS All prospective teachers should receive a general course in safety education. Each school system should appoint one individual who: (a) coordinates safety activities within the school; (b) coordi nates the efforts of community organiza tions and agencies interested in promot ing school safety. 3. Safety instruction should be part of all academic subjects in which there is evi dent relationship. Specific courses m driver education should be included in the curricula of all secondary schools. 4. Directors of educational research at our colleges and universities should encour age graduate students to do research in the field of school safety. Actually, cac must consider this field as still in its in fancy especially in comparison 16 the number of graduate thews produced ui other fields. For example, from 1930 to 1946 over 3,000 masters* than and 420 doctoral dissertations were prefaced in the field of Health, Physical Education, and Recreation. 5. In pursuing this Wady ct appeared that further studies were needed in order to allow for more cfiiriort school safety programs. Recocsneadad for future study are the following topics: a. The ways and mnm through which home and farm misty rinotwo can be promoted, b. Present practices and methods toed to insure safexy m specific areas (school shops, athletics, traffic, etc). c. The values of one particular method of safety metruction a* compared to another method of safety wacrttetion. School and College Safety d. Accident experiences in schools hav ing accident insurance plans. e. Whether court rulings oo school li ability hinder or promote safety activ ities. f. Pupil safety organizations which func tion at the college level. g. Uses of various terms designated as causes of accidents. h. The extent to which comawiity or ganization* and agencies cooperate with the school in developing and pnmodaf mfery etiecwit*. i. The khsd and jmeent of safety in struction for bondage*! pepifa. j. The effect af legutiwi for school safety. fc The iota* of teacher ctroficaWG in safety rtwnn, L Safety practice* an codex* dormi tories, m. The escfetiqoe* used m uhr* pedes trian problems sx specific ntxs n. The practices rtgarttox the employtaent of bo* drivers m the vaneu* states. o. The devrioptnenc of criteria to eval uate the school program, or any port thereof-^ EFFECTS OF DRIVER EDUCATION ON DRIVER KNOWLEDGE. ATTITUDES IN SECONDARY SCHOOLS by KRHAKD L LOFT associate prof, department of health & safety. School of Health, Physical Education ft Recreation, Indiana University, Bloomington, Ind. The purpose of this study was to consider the effects of a high school sailors' driver education course essentially to discover differences at driving knowledge and atti tudes between students who completed a driver education course and students with out training in driver education. A further analysis determined difference* between the groups with regard to students* accidents and violations. The 14 high schools investigated were selected from high schools in Indianapolis and Marion county, Indiana on the basts of their offering * two-part program--class room and behind-the-wheel instruction. A personal interview was conducted with faculty members of both classroom and behind-the-whed tastmetion at each school to determine the school's status based cn standards established by the National Cotn- 17 1957 National Safety Congress mission on Safety Education of the National Education Association. The collected data were then placed on a master chart for further analysis. Selection of the two testing instruments was determined for their adaptability to the trained and untrained student driven. The Siebrecht Attitude Scale was used to mea sure driver attitudes considered significant in the attitude scale; passing situations on curves and hills, the privilege of driving, traffic regulation, enforcement, condition of the vehicle, accident responsibility, speeding, cooperation, license examination for drivers, courtesy and consideration, condition of the driver, knowledge, and skills. CHECKED DRIVING COMPREHENSION The American Automobile Association's general test on Traffic ar.d Driving Know ledge was used to determine the students' understanding of traffic and driving prob lems. This test consisted of 25 multiple response questions with emphasis on those elements of traffic safety that should be familiar to all drivers. The two tests were administered to a total of 2,442 senior students. In addition, a personal data sheet was completed by each student giving sex, age; frequency of driving, and other pertinent information. In administering the tests the investigator adhered to standardised procedures at each of the schools. Initially, ail the students were told the purpose of the study and the value of their contribution in completing the Siebrecht Attitude Scale. Then the General Test on Traffic and Driving Knowledge was explained in detail. The investigator em phasized the necessity for all students to do their best In the final analysis, only those students with a valid driver's license were included in the study. Of the 2,442 who completed the two tests, 1,607 were subjects for the study. Records of the 1,607 students in the Indiana Bureau of Motor Vehicles, gave data on the number of automobile accidents and traffic violations. This information, along with the results of the General Test and Siebrecht Attitude Scale was trans ferred to IBM punch cards. A total of 4,884 punch cards was pre pared, two cards for each student. The sample was reduced to 3,214 cards for the 1,617 students with valid driver's licenses. There were 491 mrles with driver education and 316 untrained males. The fenale stu dents totaled 560 with driver education and 240 without Mean scores and standard deviations were computed^ for the General Test of Traffic and. Driving Knowledge and the Siebrecht Attitude Scale for each of the following categories; Boys, driver education, non driver educa tion, both combined; Girls, driver education, non driver education, both combined; Boys and girls, driver education, non driver ed ucation. both combined. Using critical ratio as a statistical mea sure, differences between the on the General Test and the Siebrecht Attitude Scale were analyzed at the five per cent level of confidence to determine if the populations of students displayed similarities or differ ences. The variable factors were then compared in all possible combinations for related or unrelated tendencies by using the Chi Square technique at the five per cent level of confi dence. A total of 40 Chi Square values was computed for boys and girls classified as driver education and non driver education in the following comparisons: 1. Frequency of driving and driving knowledge test scores 2. Frequency of driving and attitude scale scores 3. Frequency of driving and traffic viola tions 4. Frequency of driving and traffic acci dents . 5. Knowledge test scores and number of traffic violations 6. Knowledge test scores and attitude scale scores 7. Knowledge test scores and number of traffic accidents 8. Attitude scale scores and number of traffic violations 9. Attitude scale scores and number of traffic accidents ltX Number of traffic violations and num ber of traffic accidents Frequency of responses by percentages on the Siebrecht Attitude Scale was Included 18 School a*f College Safety in the study to compare the driver educa tion and non-driver education students on attitudes. FINDINGS FROM THE STUD? On the basis of this study the investigator makes the following findings; t. Nine of the 14 schools scheduled driver education on the same basis as other subjects in the high school curriculum. 2. All the partiripoxmg schools included classroom and behind-the-wheel mstxnctxm for students from 1556 to 16 .nan old. 3. Academic credit ranging from onesixth to one credit was awarded upon satis factory completion of the coarse is 11 schools. 4. With one exception, driver education instructors ns the schools were certified at secondary education. 5. One or more instructors in each of the 14 schools completed professional prepara tion in driver education. 6. Classroom instruction ranged front 15 to 4S hours, with only four schools offering the recommended Stanford of 30 hoars or more. 7. Behind-the-wheel i--tructieu m the 14 schools ranged front two to 10 boors, with four schools offering eight to 10 boors of supervised road instruoiow 8. Classroom instruction was oabBshcd as a separate course for one semesatr is 10 of the schools. 9. Classroom enrotbam* at oefcx schools was comparable to the other aeadpaic areas. 10. Behind-the-wheel lariructien of one period a week for a foB semester was the practice at 10 schools, 11. All the schools used a driver edoalion textbook and supplementary classroom study materials. 12. Dual control cars were obtained try the 14 schools on a loan agreement from local dealers. 13. A testing procedure for evaluating student progress was used in all 14 schools. 14. The mean score for 560 driver educa tion girls on the knowledge test was 79,10 with a standard deviation of 12A4. 15. The mean score for 560 driver educa tion girls on the attitude scale was 161,15 with a standard deviation of 14.86. 16. The mean score for 240 non-driver education girts on the knowledge test was 77.00 with a standard deviation of 1274. 17. The mean score for 240 two-driver education girls on the attitude scale was 15977 with a standard deviation of 16.67. IS. A comperision of the 560 trained and 240 untrained girls on the knowledge test and attitude sole produced difference* in means of 2.10 and 1Jt respectively, tn favor of the driver education girls. 19. Driver education boys, numbering 491. had a mean score of 77-55 and a standard deviation of 11.45 on the knowledge test. 20. The mean score for 316 non-driver education boys on the knowledge test was 7670 with a standard deviation of 16.43. 21. Driver education boys, numbering 491, had a mean score of 154.94 with a standard deviation of 1878 on the attitude scale. 22. The mean score for 316 non-driver education boys on the attitude scale was 154.07 with a standard deviation of 1679. 23. A comparison of 491 trained and 316 untrained boys on the knowledge test and at titude scale yielded differences in the mean scores of JJ5 and .87 respectively. GIRLS SETTER DRIVERS THAN SOTS 24. Traised and untrained girls com bined were superior on the knowledge test when compared with the driver education and two-driver education boys- There was a score of 78.42 and a standard devia tion of 12.56 for the girts in contrast to a mean score of 7772 and a standard devia tion of 13.63 for the boys. 25. A comparison of the noo-driver edu cation boys and non-driver education girls yielded a critical ratio of 7463. Thus, there was tittle difference between the groups on mean scores for the knowledge test. 26. A comparison of the means on the knowledge test saxes for driver education and non-driver education girls favored the trained girls with a critical ratio of 2.1981 at the five per cent level of confidence. 27. At the five per cent level of confi dence, an obtained critical ratio of 27470 for the difference between the means indicated 19 I97 /I'aitonoi Safety Congress the superior driving knowledge of driver education girls u compared to non-driver education boys. 28. Driver education girls were superior in knowledge when compared, with the driver education boys. TIus is revealed by a critical ratio oi 2.0830 for the difference between the means on the knowledge test at the five per cent level of confidence. training showed results 29. The difference between the means on the attitude scale for the boys and girts with driver education and the untrained boys and girls yielded a critical ratio of 6.1122. in. dicating better driver attitudes for those who completed a driver education course. 30. There was no great difference in the means of the attitude scale scores of driver education and non-driver education girls. A critical ratio of 1.9302 was just slightly in favor of the trained girls. 31. The driver education girls had signif icantly better attitudes toward driving than the driver education boys. The difference between the means on attitude scale yielded a critical ratio of 5.9654 at the five per cent level of confidence. XL The driving attitudes of non-driver fdueUMa girls wtr significantly mere de sirable than those of non-driver education boys as was reflected by a critical ratio of 5.6716 at the five per cent level for the dif ferences ta the "**! of the two groups. 33. A critical ratio of 4.0596 indicated that non-driver education girls disclosed better attitudes toward driving in compari son with the combined group of non-driver education boys and girls. 34. Driver education and non-driver edu cation girls with high driving frequencies scored high^on the attitude scale. 35. Driver education girls with high driv ing frequencies were involved in the fewest traffic violations. 36. Non-driver education girls having high driving frequencies were involved more frequently in traffic violations. 37. Driver education and non-driver edu cation girls with high driving frequencies were involved in the fewest traffic accidents. 38. Driver education and non-driver edu cation girls with high scores on the driving knowledge test were charged with the fewest traffic violations. 39. Non-driver education girls with high scores on the driving knowledge test also produced similar scores on the attitude scale. 40. Driver education an non-driver educa tion girls with high driving knowledge test scores were involved in the least traffic accidents. 41. Non-driver education girls having scored high on the attitude scale were in volved in a smaller number of traffic viola tions. 42. Untrained girls with several traffic violations were also found to lave the higher number of traffic accidents. 43. Driver education and non-driver edu cation boys with high driving frequencies were involved in the fewest traffic accidents. 44. Driver education and non-driver edu cation boys with high driving frequencies scored favorably on the driving knowledge test. 45. Non-driver education boys with high driving frequencies were involved in the least traffic violations. 46. Driver education and ma-dmtr edu cation , boys with douablc awn oa the driving knowledge test were involved si the least traffic violations. 47. The relationship between attitude scale scores and traffic violations revealed that the non-driver education boys with high attitude scale scores were involved in a relatively small number of traffic viola tions. 48. Driver education and non-driver edu cation boys having scored on the attitude Kale had only a few involvements ia traffic accidents. 49. The frequency of responses for 1,607 driver education and non-driver education boys and girls on the Siebrecht Attitude Scale revealed that boys and girls with training in a two-part driver education course consistently responded in conformity with the established responses. CONCLUSIONS OP STUD* Boys and girls having completed a twopart course in driver education possess 20 desirable attitudes toward driving and ade quate traffic and driving knowledge. Driver education is particniariy advan tageous to girls in their acquisition of traffic and driving knowledge. Boys and girls without training have a similar understanding of traffic sod driv ing knowledge. Attitudes related to driving responsi bility are not materially affectad by a driver education course for girls. Girls without training have aa' *ned * relatively safe driving record. Driver education courses eta- cist of specific learning experiences for boys so that attitudes sod atieqnue faw- tedge be a realistic *-- of tank a course. Driver education is mffmntial in reduc ing accidents and traffic for teen age drivers. Students in driver education iti-mliT be required to take a km ax the beginning of the course to Awnniw then- need*. AUTHOR'S RECOMMENDATIONS Based on the findings, the investigator recommends that: 1. The administrator and a faculty com mittee periodically evaluate the driver education program to ascertain the quality of instruction in all phases of the program. 2. The evaluation be based on the objec tives listed by the National Commis sion on Safety Education of the Na tional Education Association. 3. Driver education instructors place more emphasis on the development of desirable attitudes through both the classroom and befuad-tbe-wbeel in struction. 4. High school students possessing a driver's license but who have not com pleted a driver education course be encouraged to enroll is such a course. 5. Greater emphasis be placed on proper reaction* when confronted with an emergency driving situation. 6. Additional behind-the-wheel instruction periods be scheduled for the boys. School and College Safely 7. Instructors of driver education refer to this study for information concern ing factors considered to be usportant a efficient snWmnfeilc driving. A The in tins lm*nip4nn be mad by the ample schools in Ind!- wpofti sod Marion county as a partial enlmm oi their driver education programs. 9, Schools nhmniieriti.il i and driver edu cation imtnictors a Indiana familiar- be thenwlies with these findings prior w> a revision of their driver education lft The results of this investigation be o.Tparvd with the reports of the Rmerieaa Automobile Association in Chapter I concerning the effectiveness of driver education hi rations locations throng!wa the United States. It. The findings of das study be used in tmefaer preparation courses to famffianae prospective driver education in structors concerning the significance of traffic and driving knowledge and datable attitudes as related to driving frequency- traffic violations, and traffic aeddmts. 12 Tbe State Department of Public In struction consider a follow-up study with a state-wide survey to determine the effectiveness of driver education for the state of Indiana. 13. A study be made to evaluate the qual ity of instruction as related to the number of hours .for classroom and behind-tbc-wheel instruction. 14. A study be made to determine if driver education courses should have any different content and/or methodology for girts and/or boys. 15. A study be conducted to provide data as to course content and procedures for high school students who Itave pre viously mastered some of the driving fundamentals. - 16. A study be aside to show how driver education course* may be organized and presented to provide adequate at tention to developing desirable attit udes. 17. The CH^gs in this study along with farther research be directed at dctcr- a 1957 National Safety Congress mining the extent to which responses on attitude tests are deflected in actual driving practices. 18. A study be nude (o determine the ex tent to which undesirable attitudes may be the direct cause of automobile accidents. * 19. A standardised knowledge test be con structed which would be consistent with the standards established by the National Commission on Safety Educa- tion of the National Education Associ ation. 20. A study be made to determine the special problems of teen-age drivers as indicated by traffic violations and accidents. 21. A study be made to determine the effectiveness of driver education by means of a pre-test and post-test of driving attitudes and, driving know ledge. A. RELATIONSHIP BETWEEN DRIVING RECORDS. SELECTED PERSONALITY CHARACTERISTICS AND BIOGRAPHICAL DATA OF TRAFFIC OFFENDERS AND NON-OFFENDERS by EARL DAVIS HEATH. Pb.D. Division of General Education, Center for Safety Education, New york University, New York City In this, the concluding chapter, are pre sented: 1) a synopsis of methods employed in arriving at an answer to each of the four sub-problems posed in this study, along with a summary of the findings of each, 2) those conclusions which appear war ranted on the basis of data revealed and statistical measures obtained, and 3) recommendations pertinent to the ap plication of findings of this study, to the establishment and operation of driver im provement clinics, and to further research into driving performance. The purpose of this investigation was to determine what personality characteristics and biographical data differentiate motor vehicle traffic offenders from non-offenders, and to relate any such differences to records of their driving performance. The solution to this problem was determined by answer ing the following four sub-problems: 1) What personality characteristics, as revealed by responses to the Thurstome Tent- 22 perament Schedule, distinguish offenders from non-offenders; 2) What biographical data, as revealed by the subjects in planned interviews, dis tinguish offoidcrs from non-offenders; 3) What personality characteristics and biographical data, individually and in com binations, are most significant for purposes of distinguishing offenders from non-offen ders; and 4) How can these statistically significant scores of personality characteristics and biographical factors be related to the actual occurrence of accidents and violations? TWO GROUPS STUDIED The populations studied consisted of an Experimental Croup of 763 traffic offenders who were residoit motor vehicle operators of New Jersey and who had accumulated three or more traffic accidents and/or mov ing traffics violations since December 31, 1949. A Control Group of resident motor vehicle operations of the same state whose driving records were free of accidents School and College Safety and violations during this same period was used. The Control Group was equated to the Experimental Group in terms of estimated annual mileage driven, this item of informa tion being obtained through a specially pre pared questionnaire. These subjects appeared at the New Jersey TraJfic Accident Preven tion Clinic in Trenton over a 22-mooth period ending August 31, 1955. In answer to the first sub-problem posed in this investigation; Le, "What personality characteristics as revealed by responses to the Thurttone Temperament Schedule, dis tinguish offenders from non-offenders, statis tically significant difference were found on three of the seven areas of this test dents Subjects of the Experimental Group were found to rate higher on the Impulsive and Sociable Scales, but tower on the Reflective Scale; then the Control subjects. In analyzing biographical data obtained during the planned interview for purposes of the second sub-problem: La. "What bio graphical data, as revealed by the subjects in planned interviews, distinguish offenders from non-offendera," statistically significant differences were found on eight of the 13 categories investigated. The categories in which differences this great were obtained arc: I) age, 2) marital status, 3) education. 4) driver education uxQated. 5) annual salary. 6) proeit occupation. 7} job turn over, and 8) reasons indicated for terminat ing employment. EXPERIMENTAL GROUP TRAITS The Experimental Group was character ized by younger, unmarried individuals. A greater proportion of this group had failed to complete high school or college and few were engaged in the professions or in man agerial or official capacities. Moreover, they reported smaller earnings, higher job turn over, and termination of previous employ ment for reasons other than self improve ment. More of the Experimental population indicated driver education; however, no in vestigation was made into the types or quality of this experience. In determining die answer to the third sub-problem; l.c, "What personality char acteristics and biographical data, individually and in combinations, are most stgnifiont for purposes of distinguishing offenders from non-offenders," the multiple cutoff method was employed. This technique necessitated the establishing of a critical score for each of the three statistically significant areas of the test device and for the sum of sta tistically significant biographical information. Once these critical scores had been estab lished, test and biographical data for each subject were assessed to determine the num ber In each group who would achieve a critical score on one or more of these areas. It was found that critical scores on the Impulsive Scale and on the Sociable Scale of the Thuretone Temperament Schedule in combination with a critical score on the sum of statistically significant biographical data provided maximum separation of the groups. WB.L-APJUSTH)--4ETTER DRIVERS The fourth sub-problem; Le* "How can these statistically significant scores of per sonality characteristics and biographical fac tors be related to the actual occurrence of accidents and violations." was approached by selecting individuals of the Experimental Group who were likely to be representative of extremes of adjustment as indicated by test and biographical data. Subjects achiev ing a critical score on each of the four areas were considered as "well-adjusted." while subjects failing to achieve a critical score on any one of these areas were con sidered as "poorly-adjusted" for purposes of this phase of the investigation. The "well-adjusted" group consisted of 24 subjects, each of whom achieved a critical score on each of the four areas. The "poorly-adjusted" group consisted of 112 subjects, each of whom had failed to achieve a critical score on any one of the four areas. Each of these two sub-groups then was compared with I) the remaining members of the Experimental Group, and 2) with the other sub-group; iri terms of their driv ing records as indicated by accident and violation experience. The "well-adjusted" group was found to have a better overall driving iccord than either the "poorly-adjusted" group or the remaining members of the Experimental Group from which they were drawn. The "poorly-adjusted" group, conversely, exhib ited a poorer driving record than either of the other two groups. 23 1957 Motional Safely Congress As an adjunct to the main portion of th investigation, 63 subjects, each of whom indicated a driving experience of 50,000 or more miles per year, were compared to the Experimental Group in terms of 1) test data, 2) biographical data, and 3) accident and violation data. * Members of this High Exposure Group were found ko be more vigorous, more im pulsive, more sociable, and less reflective than were members of the Experimental Group. BIOGRAPHICAL INFORMATION On hens of biographical information, statistically signiflcant differences were ob tained between the groups on 1) job turn over, 2) present occupation. 3) sal ary, and 4) typc(s) of vehielc(s) drives. Members of the High Exposure Group were found to have a higher rate of job turnover and higher annual earnings than members of the Experimental Group. More over, as might be expected, a large propor tion of these high exposure subjects were professional chauffeurs or driver salesmen who drive various types of equipmeit in addition to passenger vehicles. Inspection of driving records revealed the High Exposure Group to have a violation history considerably poorer than that of the Experimental Group; however, their accident experience actually was better than that of the Experimental Group. On the basis of 1) data revealed during the planned interviews with each subject, 2) responses to each of the seven areas of the Thurstons Temperament Schedule, and 3) in the case of the Experimental and the High Exposure Group of offenders, traffic accident and violations records, the follow ing conclusions seem warranted. For purposes of distinguishing traffic of fenders from non-offenders, impulsive, so ciable, and-reflective traits, as measured by the Thurstons Temperament Schedule, ap pear to provide for such differentiation, the offender group rated higher on impulsive and sodable, and lower on reflective than the non-offender group. However, the active, vigorous, dominant, and stable traits, as measured by the Thurstons Temperament Schedule, do not appear to be of value in distinguishing traffic offenders from non offenders. EIGHT VALUABLE ITEMS The following items of biographical in formation appear to be of value for pur poses of distinguishing traffic offenders from non-offenders: J) age, 2) marital status, 3) education, 4) driver education Indicated. 5) occupation, 6) number of positions held during the five-year period preceding exam ination. 7) reasons for terminating previous employment, and 8) annual salary. The categories of biographical data which do not appear to be of value for purposes of distinguishing between traffic offenders and noo-offenders are; 1) number of daldrtfn, 2) languages written, 3) bosprtaliza* tion, 4) types of vehicles driven, and 5) nature of driving experience. The following combination of personality traits, as measured by the Thurstons Tern perament Schedule, and biographical data appears to be of most value for purposes of distinguishing traffic offenders from non. offenders: Impulsive and sociable traits in combination with the biographial items of age; marital status, education, driver educa tion indicated, occupation, number of postdons held during the five-year period pre ceding examination, reasons for terminating previous employment, and annual salary. The traffic accident and violation records of well-adjusted traffic offenders, as identi fied by a combination of test and biographi cal data, are likely to be superior to the records of poorly-adjusted traffic offenders as identified by the same criteria. Also; the driving records of these well-adjusted indi viduals are likely to be better than the records of traffic offenders who are con sidered neither well-adjusted oor poorlyadjusted. Driving records of poorly-ad justed traffic offenders, ou the other hand, are likely to be worse than those of either of the other groups. MILEAGE DOESN'T EFFECT ACCDENTS From a comparison of the driving records of traffic offenders whose driving experience was less than 50,000 miles per year with those whose driving experience was in ex cess of this amount, it appears that annual mileage has tittle effect on accident experi ence^ but that violation experience --" to locrasc with driving exposure. With the traffic problem as acute as it is, those active in traffic accident prevention 24 efforts nay he interested In possible appli cation of the findings of this investigation. Therefore, the following recommendations are presented for consideration: That those items of a biographical na ture which were revealed to be statis tically significant be among those items included on application forms for pros pective drivers and license applicants. The purpose here would be; not that of selection, but the identification of indi viduals toward whom further investiga tion might be indicated. Likewise, it may be well to include these items on periodic inventories administered to driver personnel. That those areas of the Thurstons Tem perament Schedule which were revealed to be statistically significant be included among the devices used in screening ap plicants for licoises or for positions as drivers with commercial, business, or industrial establishmoits. These areas of the test device may well prove of value with in-service drivers, and with traffic offenders as well, in assessing elected personality traits as an aid in establishing refresher and remedial ac tivity. Tbs* the questionnaire on estimated driving experience, developed for pur poses of this study, be used in ss effort to obtain reliable estimates of driving experience nnong motoring populations. IDEAS FOR DRIVER CLINICS Since it is expected that several of the states win move is the direction of establish ing dinks for driver improvement purposes, the following recceommdatioRS are advanced for the perusal of those individuals and groups interested in such activity. These recommendations, which are based upon 1) observations of Hmie operation during the conduct of this study, and 2) a review of the literature on dinks, past and present, are: i. That a thorough and effective acci dent reporting system, operating with equal effectiveness throughout the populations to be affected, be estab lished if motorists truly representa tive of the offender population are to be reached. Ideally, reciprocity anxxtg the various states and the School and College Safely District of Colombia should bs pro vided for the exchange of aeddent and violation information so that the driver's record may be as complete as possible. 2. That a point system be established for purposes of a) assessing the individual's driving performance, b) notifying him of this performance, and c) providing data to the Depart ment of Motor Vehicles, the courts, and to persons associated with reha bilitative functions, including the clinic. 3. That the reported findings of other traffic clinic operations be perused and evaluated before deciding upon the procedure to be followed or the instruments to be used. QUALITY PERSONNEL 4. That duties be designed and evalu ated by a group comprised of per sons with preparation and experience ia tiic fields of motor vehide admin istration, law, education, sodology, psychology, psychiatry, and medicine. {The new clinic in New York State is bong developed along these Ones). Public or privately supported in stitutions of higher learning appear to be logical sources for obtaining such personnel and consultative serv ices. 5. That personnel used to staff such duties be of the highest quality and that they be thoroughly familiar with interviewing procedure* and test administration. 6. That the keynote of the dinic as it operates is driver improvement situa tions should be experimentation. New devices, techniques, and proc esses should be introduced just as soon as practicable when research or rational grounds indicate thdr possible value. 7. That clinic findings. (including those of other individuals and agendes to whom the subject might have been referred) be interpreted to the sub ject and tint whenever possible spe cific suggestions be made ss to how he might improve his driving per formances . 25 1957 National Safety Congress 3, That provision be made for follow-tip study of subject* examined at the clinic, such a follow-up to evaluate, in some measure, the effectiveness of clinical procedure. SUGGESTIONS FOR RESEARCH In that considerable* emphasis today is being directed toward the role of the driver in traffic accident causation, it is expected that additional research will be conducted in this general area. Accordingly, the fol lowing recommendations are presented for the assistance of those undertaking such investigation. That further research be conducted, us ing the Tkurjtonc Temperament Sched ule, on offender and non-offender popu lations where equating factors in addition to driving experience are con sidered. That further research be conducted on offender and non-offender populations, using devices which probe more deeply into those relatively stable personality trait* of `'Impulsive;'* "Sociable." and Reflective;'' as identified by the Thurstone Temperament Schedule., That data of offenders be probed fur ther to establish the relationship between violations and accidents. That more extensive data of a bio graphical nature be obtained from sub jects since this type of data proved more discriminating than any area of the test device used in this investiga tion. That test technicians, in cooperation with traffic safety specialists, develop test instruments which will probe more deeply into the impulsive, sociable, and ' reflective trait* of personality as these relate to driving performance. Through research such as that suggested and through the implenentation of the recommendation* advanced here, it is be lieved that those active in the field of traffic safety will improve their understanding of why drivers commit traffic offenses, and will be better able to initiate and evaluate driver improvement activities.-*^ hC' SIGNIFICANCE OF SAFETY ATTITUDES IN INDUSTRIAL ACCIDENT PREVENTION tPh.D. Thesis, New York University, 1957) by EARLS S. HANNAFORD safety engineer, Long Line* Dept, American Telephone it Telegraph co^ New York city The purpose of this research was to inves tigate the readily assumed relationship be tween safety attitude of industrial workers and supervisors and actual accident experi ence of the*workers on the job. There has tieen a lack of studies on the validation of such relationships. An increasing number of industrial organ izations indude accident prevention attitude as observed on the job and actual accident experience as factors in the appraisal of employees and management proficiency. The fall and confident use of measures for the formation and revision of industrial safety 26 attitudes has awaited the proper validation of the significance of such attitudes as they are reflected in the workers* actual accident history on the job. Previous industrial safety research has dealt primarily with the relationship between actual accident experience and environmental and personal factors other than that of in dustrial safety attitudes. Many studies have been concerned with acadeot-prone indi viduals or groups and accident repealers, although there is good evidence that the majority of industrial injuries occur to workers with no previous accident history. School and College Safety ` MUST KNOW ATTITUDES It was important to know the significance of industrial safety attitudes for the em ployee group as a whole. Similarly, it was equally Important to determine the relation ship between safety attitudes of supervisors and workers under their direct supervision. There were two stages in the study. The first concerned the development and valida tion of industrial safety attitude rating scales for male workers and for male supervisors. The study and. therefore, the industrial safety attitude scales, were limited to male industrial workers and supervisors. This was done because. o! the wide variations between work activities for men and women and the differences in pyschotogical approach to industrial work operations. The second stage of the study was the determination of the significance of indus trial safety attitudes of male workers and of male supervisors as these attitudes re late to the actual accident experience of the workers themselves. The industrial safety attitude scales were developed according to the procedures used by L. L. Thurstone and E. j. Chave at described in the "Measurement of Attitude.** This provided conformance with tbe Thur stone Attitude Toward the Law scale which was used as a control and to determine any possible relationship between industrial safety attitudes and the testees* attitude toward au thority. Both the employee and supervisory scales are one-page, 20-item rating instru ments. TESTED S.DOO MEN Approximately 5.000 male employees and supervisors in 450 selected industrial organi sations furnished anonymous statements of their attitude toward safety which were used in the development of the safety attitude scales. These attitude statements were vol untary and scot directly (o the researcher. The industrial safety attitude scales for male employees were validated using 300 employees with one or more lost time in juries during the five-year period, 194& to 1952. The male supervisors* industrial safety attitude soles were validated with 150 mate supervisors whose employees had had lost time aoddest* during the five-year period. Chart I "Validation of Attitude Scale*'' summarizes the results. The bi-serial cor relation (Tris) was JS for the made em ployee attitude scale and the standard error was ,026. For male supervisors, the bi serial correlation (Tris) was .20 and the standard error .036; Chart / VALIDATION OF ATTITUDE SCALES Test Scores vs Accident Experience K-Wiat SU*d,lrf Comiitrae Error Creep *W* Male WBplofNR--*t w wore MpaiUclocifd.ceontsa(ud*!w RELIAIIUTY Product Moment Correlation It Method Employ S Trtt 1*4 Split rime* jtMcst Half of forms M fm kMPIMr S Fora A Fora .U Reliabilities were found by the product- moment correlation. The relisbiUty was de termined by three methods: test and retest, split half and equivalence of forms. As noted, the reliabilities by test and retest are in the AS to .S3 range for the employees' and supervisors' scales. By the split half method, the range wa from 77 by 72 which difference is usual be tween the two methods. Equivalence of forms wu .88 for the employees' scales and .86 for the supervisors' scales. These results are considered satisfactory for scale* of this type; There were 769 male employees and 481 male supervisors from 54 industrial organi sations with good, fur and poor safety records over the five years who participated in the second stage of the study to deter mine the significance of safety attitudes as related to accident experience The character of the relationship between industrial safety attitudes and actual acci dent experience for male employees was also determined on another chart This plotting gives the graphic relationship between male employees* safety attitudes and actual acci dent experience during the five years. The 27 1957 National Safety Congress ordinates are test scores and the abstdsne the number of lost time injuries. Ail 769 male employee* are plotted and the straight line joins the means. ACCIDENTS, ATTITUDES CORRELATE As was seen, as accident experience wors ens so does safety attitude. Of particular in terest is the range of test scores for those with one lost time injury. It covers a much wider range of scores than those with two, three, or four injuries. This may well indi cate that an injury tends, in many cases, to "set home" safety attitudes based upon pre vious safety training. In addition, it seems evident that employees who have had one injury should receive special attention when the attitudes remain poor to offset the poten tial for accident repetition. Chart II shows the bi-scrial correlation between male employees' safety attitude and actual accident experience. For male em ployees with one or more lost time accidents in the five years the bi-serial correlation with aeddent experience was J2. For male employees with two or more lost time acci dents the bi-serial correlation was .43. In other words, the correlation between safety attitude and accident experience is signifi cantly higher for repeaters. ficant at both the .01 and the .05 levels of significance and the critical ratio was 6,0. Thus there is a real and significant relation* ship between the safety attitudes of mate employees and the actual accident experience. In the relationship between the industrial safety attitudes of mate supervisors and the actual accident experience of male employees they supervised, the chart shows that the range of safety attitude test scores is more limited than that for male employees. The bi-serial correlation. Chart III, is .18 where the employees supervised had less than .1 tost time accidents per employee and 21 where the employee* supervised had .1. or more lost time accidents per employee. The significance of the differences in means for both groups is real and significant at the .01 and .05 levels of significance. Chan Itl Mai* IvpttrMf Safety Attitude n Aeddent Experience of Male Bnplayca* Supervised * ft, period ipio-tpil Cat m^biwh *^ea^>*k Gavept CerreUtien *feie Leu tbie .t la* tme ittidemt per eoptoTC* mjpotucO.......... II .1 ot sere, to* time sccidmc* _ Error S,t. .03*_ Chart It Male Employee Safety Attitude *s Aeddent Experience * ft. period lststl T<* opbiwt 47 r--panim _ Group* Bi.wtuJ Stwdsrrf Cortelsom Error S.E. Ounwr lor i Two or hhwt ion Significance of Difference in Metis AcOdcot.fnr ---- " CRriatitcio*! SEuroroinr d CJE. S.E. atD. Accidcot'fnc troop t stoop wnh 2 or to lore rise acdri*BCt< . Be(S 4iSideiKo* la aoa are real aad tie- oiScut xr .01 tod ,0> lercb ot n|tuactncr. The significance of the difference in means for the accident-free group versus the group with one or more lost time accidents is real and significant at both the .01 and .05 levels of significance and the critical ratio was 6<5 For the accident.-free group versus those with two or more lost time accidents, the difference in means is also real and sign!- Significant* of Difference in Means Critical Xa*io A. rc,.*-*-,hrtjtroop - yump CJL. Stiodinl Error SJL perns*d ...................... . Aroitm-ine creep r* *rau ritfc .1 or smtc it tim laitea pa eplrpr comm are real tad n Since it was impossible to select super visors whose employee groups had not changed during the five years, it was some what to be expected that the bi-serial cor relations would be lower than for the male employee groups. However, the correlation* were comparable with those obtained for the supervisory scale "How Supervise" (Remmers and File) which included safety items among others used tn rating supervisors as to quality of supervision. The attitude toward authority and actual accident experience were not sufficiently re lated to have appreciably affected the rela tionship between the safety attitudes of School and College Safety employees or supervisors and the accident experience of the employees. Bi-serial cor relations between employee and supervisor attitudes towards authority in the means of accident-free and aeddent groups were not significant at the .01 and .0t> levels. SUPERVISOR/ ATTITUDE SIGNIFICANT Thus the relationship between male em ployees' industrial safety attitudes and actual accident experience during the five yean is significant. Also there is a positive and significant relationship between the industrial safety attitudes of male supervisors and ae ddent experience of the male workers su pervised. industrial concerns can feel assured that the time, money and effort speot In develop ing and maintaining good safety attitudes are amply justified. The use of safety results as a factor in appraising employees' and supervisory performance for purposes of advancement is sound. Moreover, the industrial safety attitude scales for male employees and male super visors are satisfactory tools for determining the industrial safety attitudes of individuals and groups so as to give safety education and training where and when needed. Fur thermore, the scales, each of which has alternate forms, should be valuable in main taining and stimulating interest in safety A TRIBUTE TO H. LOUISE COTTRELL, 1893-1957 A Pioneer in Research for Elementary School Safety by OR. HERIEKT J. STACK program associate, Center for Safety Education, New York University, New York city Louise Cottrell was one of the early leaders in the safety education movement .As a teacher is Lbe Stockton School in East Orange. N'ew Jersey, she was a frequent visitor to the Education division headquarters of the N'aticml Safety Cotmdi, then located in N`ew York city. She was a friend of Albert W, Whitney and tended to follow and interpret Ins philosophy in the articles and books that she contributed, as well as is her Doctor's diesis. During a 10 year period, she prepared the elementary school lesson pbas for the Council magazine. Safety Educate**. She wrote a number of articles for pro* teaacral jocrtals and. in 1937, collaborated wnh Florence Ncisco in % workbook. Safety Through the Years, pobQshcd by McGraw- HDL Ia 1938. she was awarded a teaching fel lowship as the Cuwi for Safety Education, and vu a member of the first class to be graduated. VVU* working on the Doctor's degree, she tanghs course* at the Center and during the immy months lectured at raidwesttra eoScges. WROTE THESIS FROM EXPERIENCES Returning to her teaching position in East Orange, she worked to complete her thesis. The Selection and Preparation of Basic Material for the Teaching of Safety lo Children, This thesis was in part devel oped from actual teaching practices in the classrooms of her school. The classroom became her laboratory, and most of the materials she presented in her thesis grew out of classroom experiences. A strong advocate of integration, she was one of the first to present a body of subject matter and methods for including safety on a broad front. To her, safety was not a narrow concept but a way of Ufa. There are some important points in her 540 page thesis that should be stressed. In her attack on the problem, she used the survey technique, making studies of textbooks, readers, and courses of study in various elementary school subjects. From this, she developed certain guiding principles and content material for a safety program. The first part of her thesis is one of the 29 J9S7 National Safety Congress best reviews o the safety equation move* matt that has been written. She showed how safety coaid be heloded m studies of worM itogrtphy. tntd, children of foreign lands, industry, and igriaslture. "UARNING IY DOING" She also pointed oot the need for grade placement of materials depending upon the psychological. physical, and mental develop ment of the child. This was followed by the three major steps in the preparation of a course of study. , She advocated the "learning by doing" method expounded by Dewey. Urging the importance of integration, she wrote, ".is safety is a way of living rather than a separate subject to be learned, it is entitled to a pbee in every phase of classroom ac tivity that can make safety facts or behavior meaningful To be of value, such relstioo- *hip and points of contact roust develop naturally." Several years after her thesis was ac cepted, she converted some of the findings into a guidebook. Safety Education m ike Elementary Schools, which is distributed, by the Center for Safety Education. Louise retired from teaching and, with her sister, operated a gift shop in the sum mer at Basin Harbor on Lake Champlain, and m the winter at Palm Beach, Florida. Louse was a woman of fine character and sentiments. She had many friends in the teaching profession, and eveiyone who knew her loved her for her kxadly disposi tion and good humor. She did much to lay the broad foundations of the child safety movement in her teaching and in her con tributions to the literature. She wiQ long be remembered as one of the pioneers in safety education.^ A CRITIQUE OP SELECTED RESEARCH STUDIES IN SAFETY by KARL W. lOOKWALTft Professor of Physical Education. School of Health, Physical Education & Recreation, Indiana University, Bloomington. Ind. Aoalysis and criticism of research from abstracts thereof are subject to a marked loss of reliability and validity. The present findings and suggestion* are subject to this limitation. Since in most instances the authors abstracted their studies, it should be assumed, however, that the would be given if they existed. Several of the studies analysed were m themselves rfsumes of the research litera ture on certain aspects of safety. Some good materials presented for consideration were strictly empirical essays and accord ingly were omitted from this review. LEVEL OP RESEARCH For the purpose of comparison, the 55 studies were classified at master's theses (30), doctoral dhurtuhos (ID), and re* JO search projects (15). As a rule, the con tributions of the studies seem to increase somewhat in that order. The research value of the average master's study leaves much to be desired for society and for the student These frequencies of master's, doctor's, and project studies are more artifacts of the process of collecting studies for this report and of availability. Area of research. Sevateen studies were in the "safety education program" area. This, on the whole, was the most unscien tific. illogical and inconclusive area. Oddly enough, most such studies were undertaken by the master's candidate. "Action research" might be more profitable in this area and the master's candidate might be guided into simple measurements, records, or document ary studies. School and College Safety "Personal factors'* involved tn accidents ranked second and were somewhat evenly distributed over the rmmrrh levels. "Acridert analysis" wag third tn frequency and these studies imolid record analysis almost exclusively. "Driver education." a rather wdl done area; `legality-liability," an area with marked agreement and similarity is the studies Casually done as private projects); "psychological and measnranents" and "buildings and equipment" studies ranked about equally and lower in frequency. SAFETY RESEARCH STUDIES BY AREA AND LEVEL Ami levels Mutar's Sr PMraKf- Totals Safety Education Program ........ 17 , 1 19 Personal Factors.... 3 2 4 9 Accident Analysis.... 4 2 l 7 Driver Education.... 3 1 2 6 Legality-Liability .. 0 t 4 5 Psychological-Meas urements ........., , 3 1 5 Buildings and Equip ment ........... 2 024 Totals...................... . 30 10 15 55 Sponsorship. Similarly to "level" the fre quency of sponsorship of the studies may well be opportunistic rather than social or statistical. However, of the over 36 sources, Indiana Univcirity (7), Iowa State College <6), safety orgiafcatioa* (6), New York University (5), and Yale University (3) lead in the contributions. Too much credence or importance should not be given to this ranking but these institutions are producing safety research someatut outstandingly. Techniques. The selection of the essential techniques for these studies indicated use of the criterion of "ease of application." While not of necessity related to the worth of the contribution, there is an almost complete roiatxotubip of ease of ns* to frequency of use. Witness: record analysis--IS studies, questionnaire or checklist--16. documentary analysis--13, philosophical--11, (It must be noted here that this category does not in clude the rigidly logical analyses. Quite the the contrary, it implies here the sloppy, so- pbomoric, disordered "term paper" ap proach.) measurement--9, and experimental 4. EVALUATION OR THE RESEARCH Findings. We have teamed that motor vehicles are a high cause of accidents, that old age, adolescence, being a male, mattentiveness, the home, athletics, the physical education classes, the locker rooms, the playground, and crowded conditions are most frequently associated with accidents. We learned too that a few people bear far more than their share of accidents. We have seen that around* and bruises; injuries to the lower extremities, the head and the hands were most frequent. Falling, slipping, coHiding, absence of guards, dirt surfaces, the giant stride, and being struck by thrown objects, such as balls, are the immediate causes. Most of the activities surrounding the causes are essential and can not be elimi nated. The immediate causes must be avoided. This requires better safety educa tion programs. The preponderant group of research studies was aimed at this area but we sent children, so to speak, to do the job. Many or most of the research was incon clusive and unscientific. Our best minds should be pat at these administrative and curricular tasks. Ap parently. the busy beginning research student is not the man for the job. The busy ex perienced and professionally mature workers, guided perhaps by the scientifically minded technician, should be a team to tackle these problems. The superior quality of the in dustrial and safety organisation studies seem to tend credence to the concept Cooperative "action research" should at least be given a chance. The master's theses only coesune time and energy and add confusion to the topic as a rule; it tome of our samples are any criterion. EIGHT GUIDES TO CRITICISM Weaknesses observed. Layer's eight tCli ents might serve as criteria to guide us as we tauuch with temerity into our crftfcfam of the research in a field in which the author is a neophyte. 1. Problem defined. Many of the prob lems started with titles or purpose* too ex pansive. In fact, there wae a tendency of 31 1957 National Safety Congress "the smaller the research, the larger the Particularly lacking in the abstracts were topic." full bibliographical information. One characteristic of the usual project ^ few studies did compare their finding* type of study (non thesis) was its superior planning. Doctoral dissertations were also good in this regard. 2. Necessary assumptions made. The as* sumptions of randomness of sample; validity of measure, adequacy of the controls were innocently overlooked. A glaring and com* mon weakness was failure to meet original purposes or hypotheses. 3. Sufficiency of data, paucity of survey returns frequently injected biases into the findings which could have been far greater than criterion differences sought for. Some evidence was given that accidents were not fully reported or were incompletely filled out. 4. Appropriate research method. Particu larly, in several safety program studies, no semblance of organisation and analysis of data or planned attempt to dose the gap with national norms or expectencies. The literature seems to be replete with normal expectencies, rates determined from large mples, et cetera. 7, Conclusions are limited to the data and property qualified. A serious weakness was evidenced in starting conclusions un supported by the evidence; This was more evident in the master's theses, again indicat ing naivete as to the nature of research. 8, The experiment so designed, described, and executed that it may be repeated and verified. In the first place, but few experi ments are covered here; purpose were un sound in many studies, basic assumptions were unrecognized, randomness of samples was not assured. Statistical and other tech nique were not reveled. Hence, many of these studies could not be repeated (nor should they). between findings of accident causes to set ting up the safety program could be seen. Exhortation replaced proof in several studies showing an ignorance of the nature of the research. WAy TO CHECK DATA 5. Data statistically evaluated and tested. Frequencies were occasionally given with out regard to the proportions in the sub classes in the sample. That is, rates (per 1,000 exposures, e.g.) rather than frequen cies should have been used. SHOULD MEASURE VARIABLES .Vrrix. There appears to be a need for a better knowledge of sampling techniques. Sharper, more discriminating personal factors and measures of known variables are needed for causal analysis and experi mentation. Better use of known variables in the con trol of experiments and record analyses is needed. More universal uniform and complete ac cident reports and records are needed. The statistical significance of the differ ences observed were rarely reported, if calculated. (Probably property &o, since samples were not randomly drawn or repre sentative)* The percentages of response to question naires were not divulged occasionally. In one instance, a ridiculously low response was not tested (by follow-up) for its reliability. 6. Results presented in usable form. As represented by their abstracts, at least, several of the studies omitted the exposition of the techniques employed to arrive at It appears that our health, physical educa tion, recreation, and safety workers should become aware of the fairly complete infor mation existing with regard to liability. There is a need for personnel stalled in experimental and laboratory techniques. This study has not touched the vital "crash analysis" evidence from such sources as Syracuse University. The retracted steer ing wheel hub, the safety belt, the safety door lock, and the padded front dash of the automobile have come out of these efforts. their conclusions. There was a lack of definition of terms. At times, even the conclusions and recommendations were omit ted. These omissions may be due in pert to the exigencies of abstracting. MEASURE DRIVER EDUCATION Paines. There is evidence of vast stores of statistical, physical, and theoretical data In the traffic literature for use in safety edu cation programs. 32 School and College Safety Studies are almost universally (albeit at limes a bit optomistically) indicative of the values of driver education and of some of die mechanical substitutes for part of behind ihe wheel driving. We are gradually accumulating tools of measurement of variables, psychological fac* ion, and personality traits which can refine, usd make inert precise, our safety studies. While there is some confusing disagree ment in court decisions, in the main our !tgal status and liability with regard to icadents and nuisance is known and availsble. There has been accumulated and docu mented a great deal, if not most of the important, research in the field of safety. This is due largely to the National Safety Council and is available through this organis ation. MASTER'S THESES Anderson. John W., Safety Education in High School Machine Woodworking Shops, U.S. Thesis. Colorado Agricultural and Mechanical College. No Date, Replies of Zi checklist* revealed most fre quent machinery. Of these the table saw and joiner were the most dangerous. Lack of attention and non-use of guards were most irequent causes. More emphasis is needed upon safety program. Baldwin. Josephine E* Incidence of Acci dental injuries Occurring to Hospital Pa tients, W. EtL, Marquette University, 1953. Analysis of accident records for one year at a hospital Older male patients, in day light and in or near the bed, were more prooe to accidents. Two per cent of the patients caused 67 accidents in six months. Begnoud, Edward M* A Recommended Safety Program for the Mabry Foundry and Machine Company and Iron Costings Incorporated of Beaujnaat. Texas. -\LS. Agricultural and Mechanical College of Texas, 1934. A sdren year study revealing 161 acci dents. Dust is the most frequent agent and eyes the part of the body most frequently involved. Total bodily injuries were the most costly, however. No program was offered in the abstract Bowman, George W* A Study to Deter mine the Areas in Softly Education that Require Emphasis in Secondary Schools, M.A* University of Iowa, 1955. One hundred students, randomly selected from driver education classes, were tested on three field* of safety: general safety, driver knowledge, and home safety with the results in decreasing order of knowledge. 8use, August R* A .Surrey of Procedures for Handling Student Cars Driven To or From High Sch ol Property in the State of Washington, If. E&, University of Washington. 1934. Sixty-two Washington high schools were surveyed. Eleven per cent of the students drive cars; the trend is upward. There are no uniform practices of car control but such are needed. Carahaft, James, Cooperation Between Schools and the Colorado Patrol in the San Louis Policy, M. EA, Adams State College. 1957. A survey was made to determine the wants, needs, and practices of selected schools. There was aa intellectual jump from data to enpirical suggestions as judged by the abstract Pelt/nan, Ruth Patterns of Health and Safety Education Programs in Con necticut Industries, M.P.H, Yale Univer sity, 1956. A questionnaire study of safety programs in 88 industries reveal* similar practices regardless of type or size of industry. Safety programs, more numerous than health education programs, were the respon sibility of the nurse. Departments are re sponsible to top managonent. De Felice, Joseph, The Trained Driver Versus the Untrained. M. Ed., Buffalo State Teachers College, 1955. Questionnaires to 600 former high school students obtained 100 trained and 100 un trained students. The former were superior in acadent records,, traffic violations; speed violations, and other records, such as in juries and property damage. Dcrderian, William V, Detroit Public Schools Driver Training, M. Ed* Wayne State University, 1954. Response of 30 per cent and 5.7'per cent to postal questionnaires to 300 high school graduates driver educated and 600 without revealed more untrained drivers had licenses 33 1957 National Safety Congress School and College Safety prior to driving. Half at many accident* occurred in the trained group. One hundred matched pairs revealed driver trained indi viduals were superior in accident records, traffic violations, injuries, and property dam age. Duckworth, Marian, A Survey of Student Accidents in One Secondary School, 1949' 1955, M. Ed., College of the Pacific, 1956. articles revealed that safety education should include all phases and teaching should be planned in advance. Pupil participation was emphasized and integration with other sub ject* preferred. Improved methods such as audio-visual aids and up-to-dateness were observed. There was a tendency to attibute common practices to exceptional instances in this study. An analysts, of 436 accidents over six years revealed that accident reporting was associated with better reporting under one responsible person. Accidents were asso ciated with boys, shops and locker-rooms, unorganised activities, physical education activities, and crowded conditions. Frey, Richard , Reaction Time Under Conditions of Preoccupation With and Without a Warning Signol, M.C, Iowa State College, 1951. Long, Roy Safety Measures for Wood working Shops in Nebraska High Schools, MA, University of Nebraska, 1955. Questionnaires sent to 78 shops revealed 323 injuries. Ail but one were caused by unsafe student practices. Sixty-seven acci dents were caused by hand tools and 31 per cent were caused by power tools. No evi dence was found in the abstract for the jump to recommendations based upon horta tory appeal to the emotions. An experiment in reaction time on 48 cases in which Gghting, noise, length, and sequence were controlled and the instruc tions were standardized. Reaction time lengthened signficantfy by preoccupation in 51 per cent of the cases. Proper control and statistical evidence scon to be available m the study. Horton, Herbert D-. A Survey of the Safety Features of Expensive Items of Football Equipment Used m Texas High Schools., 1LA, Southwest Texas State Teachers College, Ho Date. Questionnaires to 240 schools revealed that school* in higher classes spent more on equipment. Most was spent on protective equipment. Smaller budgets involved s highw percentage of shoulder injuries. Kjerland, Reginald N. Finger, Leg, Lip, and Voice Reaction, Time Under Two Ex perimental Conditions, MS, Iowa State College, 1953. Forty subjects responded to foveal and peripheral stimuli with finger, leg, lips, and voice: Peripheral reactions were utuformaily longer but foveal variability was greater except for vocal response. Leo, Violette P, A Survey of the Safety Education Program m the Secondary Schools of the United Stales from Inly, 1945, Through June, 1955, As Revealed By Peri odical Literature, M. EcL, Chicago Teacher* College, 1957. An analysis of a 10 year period of safety MacColltun, David V, Reduction of Con struction Costs by Use of Scaffolding, M.SOregon State College, 1957. Proper scaffolding saved production time and reduced accident risk. New savings were 3 to 12 cents per foot of panel surface. Techniques of the study were not revealed in the abstract bfcKcraham, D. Compton. An Evaluation of Safety Training. M.S- Oregon State College, No Date. Twenty-fonr lost time injuries totalling 954 days five months prior to a safety pro gram were analyzed. In five months follow ing the safety program, three lost time in juries occurred involving 16 days. However, the following year, eight lost time injuries occurred involving 524 days. In general, safety education seems to reduce accidents. Mingus, Glen V., An Investigation of Safety Education * the Public Schools of Ten Mountain States, U.&, University of Wyoming. 1953. A questionnaire study of status and opin ion in public schools is ten mountain states dealt with practices, fields, services, mate rials of instruction, agmts, and responsi bilities. There was some evidence of inte grating safety is other subjects. There were rather inconclusive findings. There was a Pi-ming lack of organization for safety education in the sample of data. Heycring, John R-, Woodworking Safety --Needs, Values, Recommended Program 34 for' Medium Sised Plants, M.S., Syracuse University, 1956. The study deals with a reputed plan for accident prevention program based upon ob servation and published reports regarding woodworking plants. Suggestions are given for initiating building op and sustaining ac cident prevention programs. No evidence U given in the abstract for the conclusions readied. Momsy. William, The Traffic Problem in America, M. University of Wisconsin, 1955, * A source unit for introductory driver education covering the significance of the topic, topical outline, possible outcomes, pos sible activities, and suggestions for evalua tion. Materials and recommendations con clude this philosophical curricular study. Nicklas. George, A Safety Education Pro gram for the School Machine Shop, M.S, Stout State College. 1951. A documentary study by which features of a safety program were compiled. Acci dent record reporting was emphasized as was environment. Recommendations involved what one might have expected from the present study. Parrish. Henry M, Causes of Death Among College Students, 1LP3L, Yale Uni versity, 1956. Record analysis of 209 deaths at Yale University, 1920-1955. The leading causa of death were: motor accidents, suicide; heart, and circulatory system. The death rate was lower than expected except for 'uidde. Pierce, Elwood F, A Safety Program for the James Denman Junior High School, M.S^ San Francisco State College, 1955. This is more a term paper than a re March report. The title is misleading. The abstract gives tittle evidence of conclusions reached. Rouse. Philtin. A Study of Safety in the Oak Ridge Schools, M.S* University of Tennessee, 1952. Ten elementary and secondary schools in one system were surveyed for hazardous features. Abstract gives no conclusions re garding structural safety, fire resistance, fire protection, traffic safety, playground safety, and health factors. Seker. Phillip D., .Survey of Student Ac cidents in Bowling Green University, M.Ed., Bowling Green University, 1955. A study was made of 72S accidents among 3,404 students in which 83.6 per cent had but one accident The highest incidence was associated with Wednesday, 4-6 pjn., on campus, and among male athletes. The tower extremity was most frequently injured. Falls were the most frequent causes. Injuries were 6.1 per cent of the infirmary cases. Steudc, Robert ft, Recommendations to Athletic Officials for Preventing Accidents In Certain High School Sports, M.S., Uni versity of Illinois, 1954- An analytical survey for determining means of preventing accidents in high school sports by officials Indicates failure to fill out rating sheets on facilities and tide of planned program to improve safety by offi cials and administrators. Rccotomcndablc safe practices seem to be lacking. Suhr, Virtus W, Relationship of Per sonality Traits and Certain Psycho-soeiotogical Factors to Driving Performance of Commercial Drivers. MA. Iowa State Col lege, 1953, A personality factor rating questionnaire a driver performance inventory, and a back ground experience index were applied to 60 drivers paired by rating and accident rec ords. Best scoring group had fewer doctors' visits, had consistency of opinion, had less Bohcmiamsm, had fewer absences, and the individuals were bom on a farm. Accident records showed similar results. Susoeff, James S,, Recruitment, Training, and Retention of .Student Safety Patrol Personnel. MA, San Francisco State Col lege. 1953. The abstract gives no findings of the 60 per cent response to questionnaires from 30 elementary schools in San Francisco. Rosenblatt, Gerald, A Critical Analysis of the Accident Proneness Concept, MJP.Hl, Yale University, 1955. This is essentially a philosophical r*um of literature on acddent'proneneaa as judged by the abstract. Williams, Uoyd M., A Study of the Ex tent and Importance of Safety Education in Selected Public Schools of Central Wash ington, M.F4-. University of Washington, 1953. 35 1957 National Safety Congress The study deats with a 52 per cent re sponse to questionnaires salt to 112 princi pals. Conclusions were quite general a* to interests and need of instructors. Conclu sions given seem not to be relevant to initial purposes and seem unsupported in the ab stract. % DOCTOR'S OPERATIONS Driver trained girls were superior in both. Girts superior to boys in knowledge. Fewer accident* associated with trained boys with higher driving frequencies and baler atti tudes. Mayshark. Cyrus, A Health and Safety Attitude Scale for the Seventh Grade, H.S.D, Indiana University, 1954. Freeberg;, Wiliam H, Lea and Liability of Municipal, Charitable, and Private Cor porations for Conducting Recreation Cempt, RfcD,, Indiana University, 1949. Two 60-item forms of health and safetv attitude test were validated by the interval fonsiteKy technique. Boys and girts were found to be significantly different in scores. The author determines the liabilities of Mvers. Frank H, A Safety Attitude Scale corporations responsible for camps. A docu for the Seventh Grade, H.S.D, Indiana Uni mentary analysis and classification of stataa- versity, 1955, ` tory laws ami decisions concerning the many ramifications of recreation camps. Hase, Gerald. The Nature and Frequency of Accidents Among Elementary School Children in a Selected Sample of Schools Sixty items comprise forms A and B of a safety attitudes test for seventh grade students. The validity of the Rons was determined by the interval consistency tech nique; in New York State, H.S.D, Indiana Uni versity, 1956. Suhr, Vtrtus W, Driving Efficiency Over a Sis-Hour Period of .StmKiafaf Driving The study consists of record analysis in ' Performance, Ph.D, Iowa State College. 92 elementary school* from 1954-1955, Ac 1956. . cidents most associated with district schools, May and October, fifth and third grades, Psychological, physiological, psychometric, boys, eight-year-olds, wounds and bruises to and psycho-physical tests were given before head and hands. The last occurred most fre and after six hours of simulated driving. quently on the playground and in the gym No conclusions were given in the abstract. nasium. Free play and physical education activities were the chief source of injury; balls were the chief cause Other pupils were involved most often. Class room teacher supervision had fewer accidents. Heath, Ear! D., The Relationships Be tween Driving Records, Select Personality Characteristics, and Biographical Data of Traffic Offenders and Non-Offenders, Ph.D,, New York University, 1957. Taylor, Harold T, Administrative Impli cations of Health and Safety Records of Public School Children, d.D,, Indiana Uni versity, 1941. Accident record analysis from 193S-1939 revtafed that absence increased from Sep tember through March. While pupils had the most absences; girls more than boys and the fourth and eighth grades. Sickness caused 95 per cent of the absences; 40 per Records and tests of 763 traffic offenders cent due to colds. Accidents occurred more reveal that traffic offenders were signfiicantty frequently at the beginning of the school higher in impulse and sociable scales and year and chiefly in the home. Boys incurred lower in reflective scales. Higher propor 67 per cent of the accidents. . tions of the group were in the 18-33 age *group, unmarried, non-graduate, lower class jobs, earnings under $5,000.00 and indicated driver education. Uhlancr, Julius EL, Relationship Between Two Dimensional and Three Dimensional Spatial Relations Aptitude, Ph.D.. New York University, 1946. Loft, Bernard I, Effects of Driver Edu cation in Drtver Knowledge and Attitudes in Selected Public Secondary Schools af Indianapolis and Marion County, H.S.D, Indiana University, 1950. Driver attitudes and knowledge tests were given 2,442 students in 14 high school*. Standardised three dimensional perform ance scale was compared to the Minnesota Paper Form Board. The coefficient ol cor relation (r)was -27. The reliability of the former was found to be The validity was not shown. The author advises the use of both tests jointly. 36 School and College Safety Yost, Charles P, An Analysis of Gradu ate Theses m School Safety in the United States from 1925 to 1950, University of Pittsburgh, 1956. Identification and analysis of 307 master's and doctor's these* in school safety reveal no single source for identifying the studies. Errors were found in listing and many studies had misleading title*. The majority meeting research standard* involved 63 dif ferent inrtitutioos. New York University being the highest. Techniques and topical emphasis were determined is well as the in at least three reported accidents between 1935 and 1940 and to 26 drivers whose rec ords were unmarre1 Systolic blood pres sure, accuracy of reactions, side vision, and passing on the road were tests 92 per cent effective ia separating repeaters and nanrepeaters. Sixteen other factors proved in conclusive. Cutler, William A., Organisation and Function of the Safety Department, Ameri can Management Association, New York City, 1951, 31 pp. Safely trained engineers were found to be causes of accidents. The findings are much like the present stud)' in general. superior to engineers supervised by a safety supervisor. Three-fourths of the safety per sonnel have had in-service safety education. Full time safety supervisors are in only 60 PROJECTS per cent of the firms. American Automobile Association, Effec tiveness of the Auto-Trainer, Research re port #62, June 20, 1957, 7 pp. An experiment on 29 auto trainer and 21 non-auto trainer subjects resulted some what favorably to the auto trained subjects. Subjects favored auto trainer especially in shifting and starting. American Automobile .Association. Seat Belts for Passenger Cars, Traffic Engineer ing and Safety Department. American Au tomobile Association, Washington, No Date A national safety agency reports seat belts reduced seriousness of Injury. Most fatali ties in 130 auto accidents were caused by ejection through the door. Belts are more effective at a moderate rate of speed. Avers. Walter H,, .4 Survey of Auto motive Seat Belts: Owner Experience and Non Owner Altitudes, E. I. duPont de Dyer, D. B. and J. G. Llchteg, Liability in Public Recreation, C. C. NelsoQ Pub. Co, New York City, 1945, 107 pp. There is a review of technical terms, de fenses against liability, proprietary and gov ernmental functions, safe conditions and nuisances, and liabilities of municipalities, school districts, board members, and indi viduals. Eno Foundation for Highway Traffic Con trol, The Motor Vehicle Driver: His Nature and Improvement, Eno Foundation, Sauga- tuck. Conn, 1949, 165 pp. A synthesis of literature, not an original n --arch. The study revealed 15-20 per cent O' ti.-i motorists cause SO per cent of the accidents. Factors studied included ruralurban, age, and attitude tests. Needs are cited for data on anxiety, fatigue mental qualities, nature of roads, why drivers vio late right of way, effects of diseases, and Nemours and Co, Wilmington, Dei, July effects of habits on fitness to drive. Basic 18. 1956, 18 pp; plus 33 pp. in appendix. elements for needed higher licensing stand A telephone survey revealed that more than three-fourths of the seat belt owners will buy again. Sixty-seven per cent of the non-owners and 90 per rent of the owners feel seat belts should be standard equipment. ards are not yet known. Eno Foundation for Highway Traffle Control, Personal Characteristics of Traffic Accident Repeaters, Eno Foundation, Saugatuck. Conn.. 1948, 64 pp. Nylon fabric is preferred. The Knowledge Test for Automobile Brody, Leon, Personal Factors in Safe Operation of Motor Vehicles, Center for Safety Education. New York University, 1947, 96 pp. The related literature previous to the study was reviewed. Tests of various men tal and physical traits were administered to each of 26 drivers who had been involved Drivers was administered to 122 repeaters and 137 accident free volunteers. The acci dent free drivers made significantly better scores than the repeaters. Similar results were found on performance and attitude tests. Larson, John C, et al. The Human Ele ment in Industrial Accident Prevention, 37 1957 National Safely Congress Center for Safety Education, New York University, 19S5, 114 pp. An excellent digest of studies with glos sary and bibliography; treating of selec tion, in-service education, environment, in centives, and hiring. There is some evidence that some of its sources are based on in adequate facts and poor controls. Leibee, Howard G, Liability for Acci dents in Physical Education, Athletics, and Recreation, Ann Arbor Publishing Co., Ann Arbor, 1952. ft is stressed that negligence must be shown by duty, a breach, dote causal con nections, and damage or injury. Defenses for liability are given as contributory negli gence, assumption of risk, and immunity. Liability of various groups is indicated. National Education Association of United States, Who is Liable for Pupil Injuries. Research Division, N.fLA_, Washington. D. C, October, 1950, 32 pp. Principles and legal decisions are cited. Fourteen examples arc given of when an act is negligent. The relative liability of board and employees and certain bad legal spots is gives. Rhum, Gordon J. and Woodcock, Bertram L., Effectiveness of the AETNA Driver Trainer in Driver Education, AETNA Cas ualty and Surety Co.. Hartford. Conn, July, 1956. 20 pp. Six hours of driver training and dual control instruction were found to be as good as six hours of dual control alone. Criteria: Iowa Drivers' License Examination and Final Driver's Test. Rosenfield, Harry N., Liability for School Accidents, A Manual for Educational Ad ministratort and Teachers. Harper and Bros^ New York City, 1940; 220 pp. Governmental and proprietory functions of schools arc discussed. Gted are duty, relationship claims to liability. Negligence and nuisance are defined and an explanation is given of the likely liability of the board, its members, and employees. Sanders, J. Edward. Safety and Health in Organised Camps, National Bureau of Casualty and Surety Underwriters, New York City. 1931. 133 pp. Over 600 camps cooperated in determin ing the most frequent injuries and their causes. Most frequent injuries were asso ciated with boys, hiking, swimming, 14-yearolds. Illness occurred more frequently than 'accidents. Recommendation was made that camps maintain conditions, provide safety education, and reduce the camp program intensity. . Uhlaner. Julius EL, The Effect of Thick ness of Stroke on Ike Legibility of Letters, Iowa State College, 1951. This is an experimental study in which 16 subjects and 1344 observations revealed optimal stroke (o be 1&3 per cent of width or height for three inch block letter. Ratio can be generalised to any other size block letter.^ REDUCING TRAFFIC ACCIDENTS BY USE OF GROUP DISCUSSION-DECISION by AIIOTT L FERRISS Population Division, Bureau of Census, U. S. Dcpti, of Commerce, Washington, D. C This paper will present the results of an Air Force conference on the group discus sion-derision method in traffic safety educa tion. The conference sought to identify ad ditional means for dating with its highway safety problem. 3* This paper first will identify the Air Force problem. Evidence will be presented of the effectiveness of group discussion- decision as has been demonstrated by a number of experiments into means for changing behavior. It then will summarize School and College Safety the principle characteristics of the decision method and review some of the conditions necessary for its success. The conference results concerning driving behaviors likely to be affected by the method, and the kinds of decisions which groups might make to the end of unproved safety practices, will be presented. Finally the criteria will be reviewed which could be employed in experiments to test the applica tion of method to the human side of the traffic safety problem. The general outline of the research design will be presented. AIR FORCE PftOtLEM The educational, enforcement, and ami* owing phases of the USAF traffic safety program have demonstrated their efficiency in reducing accidents, particulary for gov ernment-owned vehicles at bases where the prognun has strong command support The Air Force off-base vehicular accident prob lem differs in several respects from the na tional problem. The average Air Force driver involved in a vehicular accident is young, under 25 years old an airman in the lower ranks. The seddents occur off-base in private vehicles within a radius of 50 miles of the base. Particularly dangerous are the evening hours between 9 pm. and 3 axtu, and the week ends. Friday evening until Monday morning. Rates vary considerably between bases, and base rates have beat made to change through command interest in the problem. Most accidents are accompanied by exces sive speeds, and frequently involve the use of intoxicants. Because of a cost to the government in 1955 of 632 deaths and ap proximately 25 million dollars, the problem of accident reduction in this arra is one of major interest to the Air Force. While the Air Force safety program has been effective in reducing other causes of accidents, it has not similarly reduced the off-base private vehicular accident rate of its persotuieL Consequently, steps were taken to identify other means of reducing the accident rate The success of the method of group discussion-decision in changing other behaviors suggested its possible application to the safety problem. The conference assembled military com manders who had direct experience in reduc ing the accident rate of their squadrons and bases, of military experts in ground safety, and of civilian scientists and educators in the fields of safety education, social psy chology, group dynamics, sociology, and related fields. EXPERIMENTAL results In 1942, Kurt Lewin and his associates at the Stale University of Iowa, conducted initial systematic experiments in the process of group decision in changing behavior. The concept, as Lewin expressed it, was that "a free interchange of ideas takes place and (hat in many respects the initiative lies with the group. No attempt is made to force a derision on the group or to use highpressure salesmanship. On the other hand, unlike a mere group discussion, group decision leads to a setting up of definite goals for action. These goals may be set up by the group as a whole or by each individual in the group setting for himself. It is by no means simple to lead a group discussion within 45 minutes to a conclusion without `manipulation'," In one experiment, Ben WiUerraan com pared the method of group decision with a method of request in an attanpt to in crease the consumption of whole wheat bread over white bread among men in eight cooperative dormitories. He concludes: "The group decision method seems to create a more favorable attitude; the individuals are more eager to succeed; and their wish to cooperate is more dependent of their per sonal likes and dislikes." INFLUENCE ON HOUSEWIVES .Another experiment compared the lecture and group discussion methods of inducing 120 housewives to cook and serve kidneys, brains, and hearts to their households. A check-up after seven days found that lec tures led to the desired action by 10 per cent of the' housewives, while the group decision procedure led to 52 per cent of the housewives following the suggested action These were discussions which led to a derision. Methods were not direct attempts at group manipulation nor high-pressure sales talks. The approach to the individual was through a group setting. The group setting gives the incentive for the decision, and facilitates and reinforces it. 39 1957 National Saftly Congress Radke and KHsurich tested the different effects of individual instruction and croup decision methods upon infant feeding prac tices of mothers of new-born infants. Four weeks after leaving the hospital, 100 per cent of the .mothers who were given the group decision "treatment'' on feeding orange juice were following the recommended in struction. u -opposed to 53 per cent for the group who received individual instruction. Similar results are displayed for the same mothers in the feeding of cod-liver oil: 88 per cent (group decision) as compared witht 53 per cent (individual instruction). The same authors compared lecture with group decision in an attempt to increase fresh milk consumption among low income housewives. Fifty per cent of the house* wives increased consumption of milk when the group decision method was employed, compared with only 14 per cent who in creased consumption under the influence of lectures. GROUP DECISION SIGNIFICANT In both expei uncats, "the group decision method was significantly more effective in leading mother* and housewives to action than were either individual instruction or lectures." The results from activating group forces through securing participation of group members in designing a new job were sig nificant. The productive level of a control group after the job of hand-pressing was changed .leereared. The change only required that the finished product be stacked in boxes in half-dozen lots instead of on flat cardboards. Management set the new price rate, explain ing that it was necessary because of com petitive conditions. A more intimate atmosphere was estab lished in the experimental group. Each `operator was given a chance to participate directly in the design of the new job. The time study man studied each operator. The group approved the plans. After the change the experimental group rapidly recovered its previous level of production. However, the control group did not These results are more striking when one considers that individuals in the two groups were the same, the experiments having taken place at different periods of time. 40 OVERCOME IIAS TEST l-evine and Butler demonstrated the greater efficiency of the group decision method by inducing supervisors in a fac tory to overcome the bias in their perform ance rating of the factory workers whom they supervised. There was no difference in the ratings at two points in time by the same group of supervisors before training. The tendency to give higher ratings to workers doing "higher" grades of work was reduced after the decision sessions. The supervisors who received lecture ses sions continued to "bias" their ratings in favor of the "higher" grades of work. This experiment reaffirms the group decision process as a method of overcoming resistance to a change in behavior, even when the individual acts alone as an individual. Lawrence and Smith repeated the Har wood experiment in another plant with greater control of potentially influencing factors. They demonstrated that discussion with a decision to set a production goal results in significantly greater increases than discussion only. More recently, an experiment by Edith Becker Bennett demonstrated that the proc ess of coming to a decision regarding fu ture action increases the likelihood that the decision will be carried out The decision was to volunteer to serve as a subject in psychological and sociological experiments. Betty Wells Bond has demonstrated that group discussion-decision is more effective than the lecture method in getting women to practice regular self-examination for breast cancer. GROUP INFLUENCES UPON lEHAVlOR The results of these experiments in alter ing behavior have been decisive. But the conditions of the experiment have not been simple to meet. They have concerned rela tively small groups. The leader has created a friendly, permissive, democratic atmos phere; wherein a free exchange of ideas has been possible. A unifying element, if not an already existing group sprit, has been present in each instance, information has typically been presented, and discussed, particularly discussed with reference to Its implications to the behavior of group members. School end College Safety Derision groups were invited to come to a decision concerning a goal, and were pro vided freedom to choose or not to choose a goal. The goal was set as a definite and attainable objective A follow-up was made to determine the result, sometimes with lore-knowledge by the group and some times, not Subsequent goal-setting sessions were held in some experiments. While there is clear evidence that the group discussoo-dedsion method is capable, of changing attitudes and behavior, at least four factors appear to affect the outcome. These require careful consideration in any experiment: 1. Some individuals respond more favor ably to influence attempts than do others. Alt, however, are affected by a general tendency to conform. 2. Involvement in the group process is important in influencing the individual's subsequent actions. Involvement in cludes partiripatioo in the group dis cussion, identification with the goals of the group, and acceptance of the group-determined goal as his own: that is, accepting the derision. 3. Greater involvement is achieved in more cohesive groups, especially those which function cooperatively in achiev ing their goals. Cohesive groups appear to provide more effectively rewards and sanctions than less weil-cocutruchired groups. 4. Participation is facilitated through as sembling smaller groaps in which the individual has the greater opportunity to express himself than in larger groups. GROUP MOTIVATES MEMBERS One important basis for influencing the individual's behavior rests upon the power of the group over the group member. The group functions to provide a basis for the individual to compare his own judgments and beliefs with those of others. The group provides motivation through supplying the member with acceptance, security, and re wards. These group benefits tend to exert control over the Individual's behavior. Informal groups influence their members through the power which peers exerdse over one another. Self-determination of means and ends results from participation and self-expression in groups. The indi vidual expands his sense of achievement through sharing in the group's accomplish ments. In the group setting, the individual becomes conscious of and responds to group norms; these, in turn, affect his behavior. The inter-action between individuals in a group results in 'a patterning of behavior along specific courses of action. Finally, the group influences the individual's behav ior through providing a rewarding thera peutic release from repressions and other inhibiting conditions. An overriding condi tion for the group to exercise influence through these means is free and uncocrced participation by the individual, along with conditions of self-determination in decision making by the group. SAFETY DECISIONS The conference was concerned, of course, with the kind of decisions which woutd result in changes in driving behavior of Air Force personnel. The conferees early decided that individual adjustments in driv ing and attitudes relevant to driving situa tions might be altered through the group decision method. Several lands of group derisions were suggested. The conferees assumed, gener ally, that the group process would extend over a period of time long enough to enable a series of derisions, each relatively limited and capable of achievement. The derision should concern a specific which the group proposes to adopt, which behavior, in turn, is clearly related to the general goal of highway safety. It should be observable and clearly identifiable by the individual The decision should be consis tent with legal and other regulations. Tt should be capable of being attained within a few weeks. Objectivity in determining whether the derision has been carried out is important since the participants will most likely be required to report on their own accomplishments. Examples of the subjects of derisions which various conferees suggested are: --Restriction of driving hours and length of time at the wheel, to limit the effect of fatigue; --Derisions concerning the non-use of alcohol while driving; --Decisions concerning speed with atten tion to devaluing speed as a norm. 41 1957 National Safety Congress CRITERIA The ultimate criterion is the accident rate. However, this rate may not be an immedi ately sensitive and useful criterion for a field test of the croup discussion-decision method, since for any croup the incidence within a short period of time is quite low. Consequently, the followinc suggestions were advanced for criteria: 1, Reports by participants of the traffic violations of which they were guilty --non-official, non-incriminating reports. 2, Reports of risks or near-accidents. 3, Official reports of violations, accidents, etc. DESIGN OP THE TEST ' The general design of the field test con sists of randomly assigning squadrons of approximately equal safety records to ex perimental and control groups. Control groups would receive the customary safety education program only. Experimental squadrons, is addition, would be divided Into smaller discussion groups. The design would be structured so as to check differences In effects of natural groups and randomly as signed groups, to check the differences re sulting from meetings two a month versus eight a month, to check differences resulting from variations in group sire. Approxi mately one year would be required to ac complish the study. Tn conclusion, a group of administrators, traffic safety experts, educators, sodad psy chologists and sodologists reviewed the con vincing evidence that the careful applica tion of group derision in the teaming process effectively alters behavior in a desired di rection. They set forth the basis for a ten of the method in traffic safety education and proposed that the experiment be conducted. They thought that the lest eves under the best of conditions, might not provide an unequivocal determination of the utility of the method, particularly the initial ex periment. But they thought the method sufficiently promising to warrant the test The experiment itself has not been per formed, but it is hoped that the findings here presented will interest others in testing the group derision methcdA MEAT, POTATOES AND DESSERT IN YOUR SAFETY MENU by L. VAUGHN GAYMAN publicity director, Loras College, Dubuque, Iowa Of the meat aad potatoes of safety, the solid ingredients which go into the scho lastic safety diet, all of you are well in formed and skillful cools. However one final course is missing for a complete and satisfying meal That is the dessert, the "topping ... the flash ... the eye and ear appeal, the proper publicity for the product which brings more compliments on safety cooking than all the basic essentials. Top year satisfactory safety menu with the attractiveness of an unforgettable pub licity dessert and you will accomplish two thinjp. You will show the older goeratioa what you have done for the younger, and indirectly urge the older ooc to tala better care of itself, Many of you parents have 42 stood with one food on the curb and one in the street as your better educated child made you wait for the light to change! Today's automobile advertising is "dessert minded." Nobody tells us what makes 'em run. or the price. Just load the story with whipped cream, top it with cherries, chopped mils and plenty of syrup. The advancements of science have given to modem man more leisure time than any people on earth. Everything has been done to shorten, speed up, condense, concentrate, caproluc, everything we do. Nobody bothers to read the news any more. We have ff news. We read our favorite cotamnist and agree with what School and College Safety ever he says simply because it takes too mud: time to disagree and discover our own reactions to the news he presents. THE COMPRESSED, PUSH-BUTTON AGE Digests have become the rage of our time. We look for the shortest articles on subjects we already understand to give ourselves a layer of information we call knowledge. The digests have become shorter and shorter. Now they are filled with pictures because pictures are easier to gulp and quicker to digest. | The radio has been forced into this mad current of public haste. Having compressed fifteen minute news periods into five, radio is now forced to give out a one minute capsule "on the hour" simply because we can't wait Televisic.. further reduces our social self propulsion. I can remember when a visit to a friotd's home might include some card playing, a raid on the refrigerator, and a dash of stimulating conversation. Nowa days, this social event consists of a whis pered "hello'' or "would you clear the pic ture up a bit as you pass the set?" Even "good night" can not be uttered unless the commercial is on. Certain Eastern universities now offer summer school courses which consist of tape recordings of the professor's winter time lectures. Some inventors and scientists even hope to train the students to wear earphones while asleep, with knowledge being piped directly into the subconscious. Thus we reach the ultimate in this frenzy of predigestiou ... we could transfer tape-re corded knowledge from a professor who wasn't there to a labor-saving student who wasn't even awake. A generation ago we made significant progress in preparing a meat, including des sert. Unlike grandmother who cooked with nothing more advanced than a sharp knife and a large stirring spoon, mother learned to keep the family quiet witth the quick opening of a half dozen cans. Sow today we have constructed a push button paradise . . . one package meals, one package newspapers, one package minds. We are busy saving time, saving effort. .saving money. We successfully save every thing but one . . . Man himself. This is a resource which can wily be strengthened by self interest in its own pres ervation. The human body is not as cap able of preserving itself as it cnce was, and is drastically dependent on the inventions and services of science in maintaining an equilibrium of life. Thus, very suddenly, very undramatically, without glamour, assistance, appreciation, or applause, you and I come in. The schools, the universities, the teachers . . . yep, we're tagged again! For as long as you and I can remember, we've seen articles and heard speeches saying, 'Education, that's the thing. Education will solve it!" Two things we can do ... sit and gripe about the job, or, with an inner sense of real pride in the confidence placed in educa tion and our part in it, we can accept the total responsibility and dig into the largest task facing mankind today . . . saving him from himself and the push button machines he has created. Some of you do that on the health front. Others watch for rarelessness with chemicals, firearms, and slippery hall ways, or a poorly cooked piece of meat in the school cafeteria. Educators always look for "motivation'' to propel people toward desired goals. I have a deep personal motivation in the field of safety, in doing whatever I can to assist its cause wherever found, and I have a pur pose in telling it to you. to "motivate" you. TRAFFIC KILLERS BEGIN ON BIKES As radio oews editor, I covered the city hall, police headquarters, and sheriff's office. For 20 years, 1 saw the "come and go" of a city of 50,000 as it expresses itself back of a wheel, in the home, on the job, at school and play. 1 have eome to a stem opinion that ANY safety education pro motes ALL safety education. In the city and area, either by visiting the scene in person or reading all official record*. 1 have covered some 30,000 acci dents. May I tell you of a recent few... within the past year and a half. At the beginning of each research shows a small deviation from normal, educated behavior. For ex ample, in almost all serious traffic offenses, a check of the offending driver shows him 43 1957 National Safety Congress starting his record with a violation of the bike ordinance. There was RJB ... 18, whose record shows: bike violation, bike larceny, motor car larceny, violent assault, back to the re formatory. There was RH , . . one bike eolation, next violation . . . dead at the wheel. He was 16. in home economics class, when you conduct a clast in life saving; when you teach boys to took out for oily rags In a closet, when you get children to observe regulations for the safe riding of their bikes, then you liave made the big start on teaching all of them to be safe ... in all ways, at all times. How about the record of the 26-year old General Walter Stewart of the National who started at 13 with a bike violatioo? Safety Council in May said at Purdue: His story went . . . bike violation, three "You school people have the individtal at break-ins including a safe job, disturbing the time you can teach safety in all Its the peace, intoxication, four traffic acci forms. A college student who is taught to dents, 12 moving violations. He has already be safe will carry that safety message all destroyed more property- than he will ever his life." The safety director who sees to own it that chemistry labs have the best pos And we'll never forget SC . . . whose first traffic ticket didn't took like much, except that his father and three uncles had notoriously bad records, ''attitudes'* you call them. When SC's first notation went into the file, officers and reporters alike won sible protection for eyes and body, the man who insists on relentless fire inspection of off-campus housing, the hard-headed chap who won't give in to student resentment when he enforces campus traffic codes, all ' are partners in the great campaign. dered what was next. We didn't have tong to wait; 60 days later, he smashed his car SPREAD VOUR SAFETY WORD AROUND into a hillside cliff well within the city There again is where we come in . . . limits, doing 90 on a curve. He burned to the schools, the universities, the colleges, death. with the safety problem in their hands, This old, old pattern knewn to every po where they can do as they are expected to lice file clerk isn't just, for the highway. do by those who say . . . "Education, Six months ago, DJD didn't show up in THAT'S the remedy!" police court to answer a routine arrest . . . loud muffler. He drowned the day before the hearing in the careless operation of a motor boat on the Mississippi river below town. The judge listened to the boy's name read . . . and the charge. Then, without any attempt to be dramatic but burdened with the ever-present problem of personal Since the teaching of safety in one field can lead to an Increased awareness of safety in alt fields, 1m us then multiply the TOTAL EFFECT of any safety lesson or example by telling thousands more people about it. Pyramid your purpose with publicity. Your school may already hare a publicity safety, he wiped his eyes and said . . . department capable of carrying .much or aU "Decision referred to a higher court" of the load. Your total problem may consist of building a gasket-busting fire under these NOBODY BOTHERED scribes and tens hounds. TO TEACH THEM SAFETY On the other hand, you may find yourself j. .Ml of the accident victims had one thing in common . . . they had attended school, years of it. Below the level of these docu mented cases come thousands of home; telling your story to an editor. In view of the daily diet of every news editor in the country, as described a moment ago, where do you and your story fit in? school. Industrial and business accidents, all happening to "former students'* of some one ... so many of which could have been prevented by a safety minded population. Somewhere along the way, education has so far missed its chance to tell ALL the mes sage of universal safety. When you teach a girl to handle a stove Do you realise that YOU are the only possible bearer of good news ? YOU are a person or group "doing something about it." Whatever your safety work or program, tell an editor about it ... the nearest one will do for a start, your school paper editor. Then, look for a neighborhood paper, a trade paper, a union paper, church bulletins. 44 School and College Safety then your city newspapers, radio and TV stations. There are forms and ways of doing everything , . . and youll learn most of than in 60 days. Build up a mailing list, u*e address plates if you have the machin ery. the need, and the area to bombard. At no time will all of the news media respond :o your cries, but someone always will. Then the others may feel that they have missed the boat. If you ranlt get in print or before the ;ublte in any other way, start your own *-<mp sheet." There is a marvelous "Do It Yourself Kit" m the safety publicity ield. It consists nf a ream of paper, a pound of erasers, a sturdy typewriter, and a pair of well-fitted walking shoes. Notice that I said uYotC are going to tell an editor ... the same old George or Georgia who did the safety work, the same old teacher, the self same educator on whom the parents and ail of society depend. You are going to sit on the comer of the editor's desk, bombarding him with in formation in aU forms. YOU are going to get the turn downs and the brush offs, the bob-taUcd news stories and mangled re writes. Meat and potatoes make a meal ... but Dessert, Publicity, make it an OCCA SION!A. ADVANTAGES AND DISADVANTAGES OF THE AETNA DRIVOTRAINER AND MULTIPLE CAR PLAN FOR DRIVER EDUCATION ratal Moderator -- CECIL ZAUN supervisor of safety, Los Angeles Public Schools, Los Angeles, Calif. Panel Members--PRICE E. CLARK, educational consultant. Accident Prevention Depi., Association of Casualty and Surety Cos^ New York City.; PAUL B, CULLEN, superintended Public Education Dcpc, Aetna Casualty & Surety Co, Hartford, Conn.; JOHN B. DENNY, driver education instructor. West Waterloo High School. Waterloo. Iowa; INKS MABARY, director of safety education. Public Schools, Springfield, Mo.; ROBERT 0. NOLAN, instructor, Highway Traffic Safety Center, Michigan State University. East Lansing, Mich.; RONALD D. PATTERSON, supervisor. Safety Education. Public Schools,. Detroit, Mich.; ERNEST G. PRIEST, supervisor. Health, Physical Education & Driver Education, Escambia County Schools, Pensacola, Fla. The session started with an over-all view of the driver education problem as it faces schools and the nation today. Mr. Clark gave the following figures: DRIVER EDUCATION IN THE NATION'S SCHOOLS Potential schools that could offer driver education............................................ 19,848 Schools offering driver education......................... ............. ............... . 11,273 Potential enrollment for driver education courses............................................. 1,706,500 Students having, presently, classroom training only.............................. ............ 473,279 Students presently having practice driving also............... ............... . 649,88S TIME DEVOTED TO DRIVER EDUCATION ACCORDING TO CLASS PERIOO .Vo. of Schools Time Devoted to D.E. Per Cent 177,419 186,050 263,881 10 or more class periods 7 to 9 class periods 3 to 6 class periods 1 to 3 class periods 27ft 2856 41% 3% 45 1057 National Safely Congress Ronald Patterson--Ooe of the answers in a large city school system is a 200 foot by 30Q foot practice driving area containing as many traffic situations a* possible. One teacher can then train 12 or 13 students at one time. The cost is relatively low and the student gets more experience behind the wheel. You can also give additional time to those who need it, and students get an op* portunity to drive on different types of cars. Skills are practiced more easily on this type of practice driving area than in the street. Paul Cullen--The Aetna Drivotrainer trains in attitudes, sldQs and judgment. It is not meant to eliminate but to reduce oo-thero*d training. Advantages are; training at less cost than using cars; training in actual road situation* that could not be duplicated m a few hours on a street near the school: one teacher can train up to 25 students at ce tear. In a car, only one, two or three students can be trained at one time by ooq instructor. PANEL ANSWERS QUESTIONS Does liu teacher have to hate e background m electrical engineering to handle the Driv otrainer equipment? No, the ordinary teacher can perform fins echelon nasitesanec. Otherwise, the school can use its own electrician. If the eleetricaa aa't handle the repair* needed, Aetna sriO service. The wiring blueprints and all other in* staUatioo data can be obtained from Aetna at the time of installation. Installations and repairs are now being handled for Aetna by the Automatic Voting Machine Company. What is the initial cost far Drivotrainer equipment for the average classroom? Each car can train 60 students a year. A Drivotrainer costs $900. The control tower is priced at $3,000. The fifans are $500. De livery and hmanatkxi charges arc additional At Ventura, Calif., an right-place unit cost S12-14000. Schools may finance the plan m> that the price can be spread out over sev eral years. What is the time of delivery after on order has been placed? Two months. Are there a series of lesson plans which go along zeilk the equipment to aid instructors m using the equipment? 46 Yes, a teacher's manual U issued with the equipment Aetna also will train teachers ai a training center, and check bade later to see that the equipment ut being used properly. When is a school large enough to justify the purchase of a Drivotrainer? Before the Drivotrainer can be econom ically profitable, 200-plus students should t* enrolled in the driver education class. At least 600 students should be enrolled before a 15-place Drivotrainer is advisable, accord. Sng to a study made by Bert Woodcock ai Iowa State Teachers College. The maxi, mum number of units is 25. There are t*. installation* of tess than five Drivotrainer*. except in research installations. Several schools in Long Island share their Drivotrainer. The Drivotrainer is located in a truck and moves from place to place every day so that various schools are served every week. In another area, Drivotrainer* are taken in a truck from place to place and installed for a semester at a time. What is the teacher supervising in the Drivotrainer? How do you know what your students are doing? A score-sheet comes with each unit, and the teacher can check the score-sheet. How ever, the unit can be switched to automatic, so the instructor on circulate around the classroom to observe, and the machine auto matically marks the score-sheet for future use of the instructor. How does the teacher go about correcting a bod habit which may have developed? Any errors are immediately indicated on the score board. By keeping an eye on the board, the instructor can see which students are haring trouble and give those students individual instruction. tVtaf about fihnst There are 17 films available oow. Thir teen deal with standard transmission, and four with automatic transmission. They are from seven to 20 minutes long. What is the maintenance cost Per unit Per year? Approximately $40 for the first year, after that under $100 for four years. Doesn't the Drivotrainer tie up two dasrooms? Sckool and College Safety Yea, in Springfield, Uo, we have one room containing Drivotrainer* and one room for classroom purposes. Other areas of the curriculum, however, also take up two or more classrooms. Some schools use the Drivotrainer room as the classroom, and the students sit in the equipment to carry on their class work. What ore the disadvantages of the Drivotrainer? 1.Visual habits--Student watches the driver in the film do everything and doesn't remember to do it himself. Z The lack of advanced films. It is felt that time U wasted on fundamentals. Aetna is working on this, and five new films will be out in a short period of time. In Springfield, Itfo^ the driver education course runs like this: 54 hours in the class room, 20 hours in the Drivotrainer and six os the street, three of these in observation, and three in driving. The Standard First .lid course is also given as a port of this course, Do students memorise the films? They might show up better the second time. We hope so. After all, it's the expe- rience in meeting these situations that we're after. What is the cost of on onstreet practice driving oreot The cost varies according to the size and type of a practice driving area you plan. In Detroit, the cost ranged from $40,000 to $76,000. However, if you use your school parking lot. the cost may be as low as $10,000. In the latter cose, of course ears would be left outside all the time. In gen eral, the cost is from $35,000 to 60,000 and up. What is the per student cost of the multiple cor plant In Detroit, at School A, it was $3424. At School B, cost was $28.33. At School C, per student cost was $22.21. How is Detroit offering driver education to oil boys end girls under U in the city's high schools? Fourteen of Detroit?* 22 high schools are taken care of between 8 un. and 3 JO pen. The students in the remaining schools, and those in the parochial schools get their driver education courses between 3 JO and 9:00u4k EDUCATION MUST REDESIGN THE "NUT" BEHIND THE WHEEL by E. *. AHUMOSKI coordinator. Safety, Chri! Defense and Health, Public Schools, Erie, Pa. The rapid advance of science has added many new technological devices to everyday living. In the short span of a century, power has replaced muscle to do man's work. But with each sew power, and cadi device man's genius creates, a concomitant hazard is also created. At one time life was simple and compara tively safe. Today, man's ingenuity has created thousands of technological machines and gadgets to serve mankind. These neces sitate a new vocabulary which, in many rastances, only the expert understands. At the same time thousands of new hazards have been created that we must learn to control if we are to survive; We, as Americans, pride ourselves on our high standards of achievement in a highly mechanized nation. But our education has not kept pace with our inventive prowess, and. thmitxu, w* have one of the wont accident rates In the world. , One cannot pick up a paper without read ing of an appalling number of persons maimed and killed hi industry, in the home, on the farm, and most of all, on our high ways. Of all the nations reporting accidents, our country ranks Dear the top of the fist- 47 J9S7 Notional Softly Congress 40.000 killed on highways 21.000 kilted et home 15.000 killed it industry This record excludes the millions maimed and hospitalized each year, a needless slaughter asd waste of our most precious resources. How long can we stand by and see this human and economic waste drained from our nation? SCHOOLS* RESPONSIBILITY Xooc will deny that engineering and en forcement have made a great contribution to the cause of safety, hut education must eliminate this cviL Schools are dedicated to teach our ration's duldraL Educational research shows that we must teach the whole child, and logic shows that educatioo is useless unless the child lives. Therefore, the schools must place safety education is the curricula and give it the same prontsKsxe as reading, writing, and arithmetic, and all subjects we deem fundam*al. Education touches Arils, habits, know!edges and attitudes. all of which are integral ions of tafery education a* srett. A child lc*n u* ln a a safe way through sale lirmg The daJVngc to the schools is to give tiw seeds safe mtinaniuqg is and about >ri*oot liuuwuusl materials should he u*d to mstifi a tads cfaiiS an anrexn of ra>eng hazards and a method to cope with `m. WV are obligated to tcaoh a child moral rt'jeQsftaljfy toward himself and Jus fellow lietsgs, to avesd useless destruction of life, limb, and property, la other words, we must instill in each yengrier as attitude of safety. This means that all our schools must teach safety, and the school boards in Baking up the budgets must recognize the importance of safety in the curricula. Safety eatnot he considered a frill of ch*> * cation. Safety most be an integral and im portant part of the educative process. Driver education is merely one phase of the total safety program, and though first conceived by educators, it is fostaed by non-school organizations. The program first grew as a fringe activity and was merely tolerated by school administrators. However, driver education received support from out side agencies when the highway death tolls rose to more than 35,000 killed annually. The first impetus to driver education came from automobile manufacturers and dealers is loaning cars to schools. Educa tion then proved it could do the job. Sta tistics on the youthful driver was gathered and it was proven that students taught in accredited schools had better highway rec ords than the untrained drivers. Immedi ately, insurance companies reduced rates for the trained drivers, and the driver education program got its booster shot. However, the educator with vision sees beyond the single phase of safety--driver education--and looks at the whole picture. He sees the seed for safety in the home shop, farm, and school, toe he realizes that each takes its' toll in lives and resources. SAFETY--A KINDERGARTEN LESSON He sees that schools must meet every challenge and teach safety as a subject mat ter from kindergarten through driver edu cation ta the high school. To teach the skills, habits, knowledges, and attitude* necessary for safe living, schools must start, not with the driver's permit, bat with the birth certificate. la many of the better schools, safety a taught as sobjea matter from kiudegartea to grade six. frost teachers' guides devel oped by teachers* The aaerruc- tioo inrindes each phases of safety as-- safety on the way to and from school, safety in the bmt safety na the school safe play, safety from ataraic attack, ydn triaa safety, bicycle safety, safety in thr snow and on the iee, lifting safery. nitty in the water, safety in the shops, sod a myriad of other safety lemons fit sale a year-round safety program. Although class time for safety cdnraritw is in tbe^umcslusL some of the bear aod>- tog is done os the spot. Safety is also in tegrated into other subjects, such as social studies, vocational education, physical edu cation. science, health, and school activities and games. Thus, the program will differ in each school for the hazards of that school, and still will hive gcierat material to serve the di3d ta any situation. The worth of a safety program in any school is determined by the administration's attitude toward safety education. A safety program functions best when someone is directly charged with the responsibility. 48 School and College Safety What person in a local school system is bet ter qualified than the driver education teacher? The driver education teacher has an in terest in safety. To qualify for his job, he has had courses in general safety, safety administration, or the psychology of acci dents. It is his job to sell himself and his program to the administration. He may get the objection that the cost is prohibitive. However, safety education is cheap when one considers the man hours tost in industry, the cost of fire protection, the insurance rate of the automobile policy and accident costs of more than $10,300,000 annually. A well-informed public knows that safety is not a frill of modern education but an integral part of the educational system. Schools must expand their educational hori zons. Driver education teachers must sup ply die leadership for this expansion, for to education has fallen the task to redesign the "Nut" behind the wheel. A, An Experiment in the Use of the Smith-Cummings System "TRAINING YOUR EYES FOR EXPERT DRIVING" by ELBERT HUGUNIN motor vehicle administration specialist, Northwestern Traffic Institute, Evanston, III. Last year the Traffic Institute conducted a field experiment to evaluate the SmithCnsungs system of training eyes for ex pert driving. The evaluation was to deterseine bow the system applied to beginner hirer examinations, licensed drivers with bod records, applicants for truck driving y--_ remedial and refresher driver traansng for armed forces personnel, and --categories of drivers. The Smith-Cummings system develops a Jrnree's powers of observation and conceitwacvaw. and lessens the danger of accidentaorng distractions. The system teaches k-.p--x* drivers to practice expert seeing while driving and aids driver educators, it also Ada seeing habits of experienced drivers by a road test. This system was developed by Harold L. Smith, an experienced driver trainer, and .tohn ). Cummings, a traffic research director at the automobile industry. Both men joined Dr. Reoel A. Sherman, an optical industry' authority, and organized the Institute^ of Driver Behavior, 1380 Penobscot Building, Detroit 26, Michigan. The Traffic Institute also made a study of "commentary driving," a technique of in structing and testing used successfully by the London Metropolitan Police Driver School to reduce traffic accidents among police drivers. In commentary driving, the driver speaks aloud, giving an impression of his observations, thoughts, and intentions of the car he is driving. Smith and Cummings use a* similar technique in training fleet drivers. WHAT IS THE SMITH-CUMMINGS S/STEM? Every driver THINKS he sees correctly m traffic However, the Institute of Driver Behavior reported four out of five drivers do not use their eyes correctly and can't recognize a traffic hazard soon enough. They are distracted and have accidents, even wixn driving conditions are safe In fact, most accidents occur when driving conditions are normal because a driver becomes distracted takes his mind off driving, and operates his vehicle by habit alone. Under these circum stances the expert driver with good seeing habits is protected; but the driver with faulty seeing habits could have driving trou bles. The Institute stated five common distrac tions in driving. One or more distractions generally is present when a driver makes a wrong move in traffic. 1. Route problems. More than half of all traffic accidents occur when drivers are con- 49 1957 National Softly Congress centrating on route problems such as head ing into or out of a parking space, turning a comer, or looking for a road sign or street address. They fail to sec that they are crowding or blocking traffic. 2. Mental disturbances. Driven look with their eyes and see with their mind. Unless everyday seeing habits are good, they error when hurrying; worrying, or are irritated, bored, bred, or not feeling well. Being slow to see a traffic conflict can cause a driver to swerve blindly or stop in panic and set up another conflict. The hurry habit--a desire to avoid delay in traffic--is another reason for errors in seeing. 3. Scenery. This covers anything that ex cite* curiosity and holds a driver's attention too long. At night many drivers fix their eyes on roadside lights too long. 4. In the car. A driver secs an insect in the car, turns his head toward passengers, or is distracted by children's actions in the car. 5. Unfamiliar driving tasks. Any time you drive above normal speed your normal seeing habits on trap you. City and rural driving, day and night driving, expressway and icy-road driving ail take practice. Driv ing in states where traffic signs and driving customs are different, also can bring dis tractions. KEy DRIVING HINTS The Institute established five key seeing step* for driving. If practiced until they become a habit; they will eliminate the dis tractions which set up a traffic conflict. 1. Aim high in steering. Correct steering is simple. A quick glance ahead to the cen ter of the intended driving path--not the center line--eliminate* the tendency to hug the center line. For correct seeing the driver must be behind the steering wheel, sitting erect, back well supported with an adequate field of vision available. ~ 2. Get the big picture. Most drivers watch the car just in front of them. This is TMll picture, viewing. Get the big picture habit; see the car ahead as a tiny part of a big roadway scene. Watch nothing in sharp detail. Never focus on any one object, because your fringe vision makes all judgments of speed, dis tance; and direction. With the big picture habit you instantly 50 see any car's changes in speed or direction, and the problems facing other drivers so you can anticipate their actions. At night this viewing habit tells you whether oncoming cars are staying in their own lanes, and whether the red tail lights are moving forward, standing still, or back ing up. In doubt, slow down until you get the full picture. X Keep your eyes moving. Unless you have the tag picture viewing habit you are fixed-stare driving. Your eyes freeze on a conflict you were slow to see and you head blindly for another one. Develop the habit of scanning areas in the rear, near, far ahead, and on both sides. In driving, seeing should be done m quick glimpses. 4. Leave yourself an out. After you mas ter the first three steps this is almost auto matic You adjust your pace so you have "an out''--a stopping margin ahead, and an open space--at least on one side--to swerve away from sudden danger. When you acquire the habit of keeping an out, you pick the line of least resistance in any doubtful traffic situation. You avoid impulsive and hurried moves. You blend well in traffic, which is the add test of ability to drive Keeping a safe distance behind the car ahead will dm delay your progress in trafluc 5. Make sure they see you. Never assume that the other driver will not do something unexpected. Never count on traffic laws to guard you. Give an ariy warning and be prepared to stop if necessary. Tap your horn or fltdc your headlight beams. These are the five step* in expert driv ing. They may be seen In a film, "The Smith System,** an eight-minute, 16 nun, black and white sound film loaned free from the Ford Film Library, American Road. Dearborn, Mkh. WHAT IS COMMENTARY DRIVING? The driver speaks aloud, giving listeners ta the ear an impression of his observations, thoughts, and intentions to control the car he is driving. Four years ago Scotland Yard's deputy commissioner for traffic gave the Traffic Institute staff a successful plan used in the London Metropolitan Police Driver School. School and College Safety Under this plan, termed commentary driv ing; either student or instructor behind the wheel describes observations and contem plated action* of operating the vehicle The Metropolitan Police Transport aver aged one accident every 8,000 miles before the training school for driven opened in 1935. In 1939 the average dropped to one accident in 35,000 miles: in 1946 one in 63,000 miles; and in 1952 one in 71,300 miles. Evidently drivers learn a lot by talk ing about what they see, bow they evaluate the situation, and what they will do about it. This ts an excellent teaching and learn ing technique To teach or test with commentary driv ing, the driver (individually or in a group) is told how the procedures will be applied. He comments on the things he sees; signs, signals, pedestrians, other drivers, and inter sections. For instance; Ni am about to leave this parking space; I have checked the controls. Now I am look ing in the rear-view mirror, no cars com ing. Now l am turning my head to check. The way is clear, so I am pulling out of the space. *T am coming to an intersection -- no signs. T.oolong left, right, left again. Way is dear. Sign oo right says 2S mph speed limit. My present speed is 30 mph so I ease up a bit. Looking in rear-view mirror. Car coming up behind very dose, ease over to let him go by. "Pedestrian about to step off curb. Let ting him go. No cars behind. "Traffic light block ahead is green. Prob ably will not stay green long; so I should be prepared to stop if the light changes to red." The procedure is equally applicable to teaching or testing. Short, unpolished phrases arc used to cover the situation before the fact, not after it. These comments indicate what the driver sees and how he evaluates the traffic situation in advance. His state ment regarding the possible action indicates his knowledge and driving skills. Commentary driving can answer these questions for the instructor or tester: Does the driver use his eyes? Can he recognize traffic situations and act accordingly in time? Has he absorbed his training? The Traffic Institute evaluation project was arranged in cooperation with the Wis consin Motor Vehicle Department for a series of special examination* of regular licensed drivers. The procedure consisted of a driver test course 1.7 miles in length with traffic lights, stop signs, regulatory signs, turns, unmarked intersections, and other items required on a driver's test. The drivers were briefed on the Smith- Cummings system and commentary driving, told that an unscored observation of their driving habits would be made, advised the nature of the test route, and instructed to comment on their driving. They were given a brief demonstration of the comments ex pected. TEST COURSE SET UR During the drive, distractions were intro duced, such as, the routn coalments on the baseball world series, and other matters of mutual interest or pertinent to the observa tions being made. - During the test the driver was asked the traffic sign just passed, the color of the traffic signal tight, or some other item the driver neglected to mention. An attempt was made to determine why the driver missed essential items during the drive, since some could have contributed to an aeetdot, con gestion or violation. Instructions given the drivers were simple maneuvers of normal driving, such as: "Now drive out of the parking lot, turn left, proceed to High street and turn left, continue on High street.'' "Continue straight ahead to Wilson ave nue, turn left and park at 1704 Wilson avenue.** After the special examination each driver was briefed on his performance and could ask questions. His comments were encour aged. Whenever possible, the tested driver rode during at least one test. Most drivers remarked that they saw more from the back seat. Obviously, they had learned a lot from the one test experience. The two Traffic Institute staff members who gave the special examinations did not use a scoring form. Notes were made during the test for later comments. However, a reg ular scoring form may be used or adapted. A special scoring form for the Smith-Cumrnings system can be found in the booklet, "Training Your Eyes for Expert Driving.** 51 /W National Safety Congress SURVEY CONCLUSIONS These specific conclusions were reached from the preliminary survey: i. Most drivers do not see traffic signs and situations. Along a given route, they can't describe {he signs they should have seat. Pedestrians and bicycle riders were not always observed. Many drivers did not watch their speedometers or use the rear view mirror while driving. - Even experienced drivers can't concen trate on the overall requirements of driving without practice. When asked to comment on their driving and at the same tone find a street and turn into it. many drivers either turned before the street sign, or missed the ifr completely. 3, Experienced drivers do not clearly un derstand traffic rules and regulations. Sev eral drivers did not know speed limits m urban areas and many could not explain right-of-way laws. 4. Driving of those tested improved bv observations and tests. Most drivers believed that they acquired an awareness of more requirements of driving. They had not real ized what they were required to do while driving. They never thought in terms of solving driving tasks, overcoming distrac tions, and practicing good defensive driving. 5, The test is more applicable to expe rienced drivers than beginners. The driver must have some experience before he can be measured; Smith and Cummings recom mended at least 10,000 miles of driving be fore testing. 6, The Smith-Cummings system and commentary driving could train drivers. Driver education instructors could use the techniques to create an awareness of manv problems involved in driving. 7, The test points oat inadequacies of inexperienced or unqualified driven. It could help older drivers who never rally learned to drive or have lost iheir former ability*. While these tests are preliminary and ad ditional development is necessary, commen tary driving and the Smith-Cummings tech niques could improve driver training and testing.^, EVALUATING STUDENT PERFORMANCE IN DRIVER EDUCATION by EAKL D. HEATH PH.O. assistant professor, Education Center for Safety Education, New York University, New York city In the past several years, considerable attention has been focused on evaluating the driver education program in various sections of the country, a major finding was the lark of recorded information at schools where driver education students received their instruction. About all the information available was that a particular student had taken the course and. where a grade was awarded, his rating for the course. Naturally, more information is needed on an individual before anything which ap proaches research can be initiated. For ex ample: Was the course elective or required; what was the teacher-pupil ratio for prac tice driving instruction; what type of trans 52 mission vehicles were used and in what sequence; <fid the student possess a license prior to enrolling in the course? Other questions are: was there a car available at the home of the student; what physical de fects had he and were these remediable; what was the nature of the classroom in struction and the practice driving instruc tion and in what order were various phases of this instruction presented? These, and many other questions about the student, the course, and the instructor should be answered before investigating to determine the post graduate or continuing values of driver education. School and College Safely STUDENT RECORD To provide a minimum of such informa nts for the researcher and the teacher, while still recognizing the time limitations of the average instructor, the Student Rec ord m Driver Education was developed. Here are a few experiences reported by teachers who have used the device with sev eral thousand students. One of these reports relates to the ability to re-arrange the order of presentation of die content of practice driving sessions in accordance with the readiness level of the rodent Such re-arrangement was made on ihc basis of a study of the session-to-sesnon profile maintained on each student. Another asset of the device for teaching purposes was the support it gave the teacher when a student was not recommended for die licensing examination. In conferences held with parents, the student's record, in cluding anecdotes recorded during or im mediately after each session was discussed. Most parents were pleased with the thor oughness with which the student's perform ance had been evaluated. Still another value reported bad to do with using the profile as a basis for conduct ing a critique and review prior to recom mending the student for the state license examination. In many schools, the record is retained in the individual student's personal file in the guidance department and is available to enforcement and education officials for re search and improvement of tastructiaa pur poses. Each driver education class should develop and use a system of this or another type for recording student progress and achievement, for you cannot operate a program effectively without one. A EVALUATING OBSERVATION TIME AS A PART OF DRIVING INSTRUCTION by LOREN D. CAMPBELL director. Driver Education, State University Teachers College. New Paitx, N. Y. A few years ago the Columbia University Metropolitan School Study stated that 50 years elapses before a new subject gets within the fringe of a school curriculum and another 50 years to get established. Yet the growth of driver education in our school programs in the past 24 years has been amazing. Due to that rapid growth there has been little time or opportunity for research. Con sequently, most of the techniques, materials, and methods we use are based on judgment not research, opinion, not proven facts. Of all the activities in driver education, practice driving instruction ia the dual con trol car has been the most criticized. That is true because parents still conceive of the school as a place where 30 to 40 youngsters sit at desks in orderly rows while a teacher fills their minds with important information. When youngsters are moved into labora tories, gymnasiums and studios, critics be come disturbed. When they are taken away from the school building and grounds out on field trips, art tours, outdoor and camp ing education programs and conservation projects, the eyebrows raise even more and the voices become louder in protest. PROTESTS ROAR Consequently, practice driving instruction has been opes to criticism. When the in structor takes three or four students away from the school building in an automobile on to public streets and highways, criticisms cannot help but be heard. Furthermore, 90 per cent of the cost of high school driver education courses is attributed to the prac tice driving instruction. However, in teaching practice driving un der normal traffic conditions there's no way to increase the number of students and re duce the costs of the program. 53 1957 National Safety Congress Repetition is one manner of learning, and 1 School and College Safety One area of practice driving instruction with many unanswered questions U back seat observation. No one knows scientifi cally how much observation time or wfaat number of observers is the optimum Dumber for best results. The National Commission on Safety Edu cation published "Policies and Practices for Driver Education** and said about observa tion : "The purposes and objectives of driver education are the same in the classroom as in the motor vehicle. Practice driving in struction refers to teaming experiences ia driver education provided for the student as an observer and student driver ia a motor vehicle. Additional time for learner obser vation in the car is advisable.** NO RESEARCH ON OBSERVATION In the 1956 publication of the National Commission on Safety Education "Research Needs in Traffic Safety Education** only a very slight mention is made of observation. A publication of the Center for Safety Edu cation entitled "Research in Safety Educa tion" said one item needing experimental research was "What are the values and limitations of `observation' in behind-thewheel instruction?" No bit of research has been done on back seat observation in practice driving instruc tion. The answers to such questions as, "How many observers should there be in the back seat? What length of time in ob servation will give best results? What are some of the best methods to keep observers* attention, develop interest, and build a chal lenging situation?" are still being answered by opinions, beliefs, impressions or experi ences, rather than by experimental research. We believe we should have at least two or three observers in the bade seat, if. for no other reason than to quiet criticisms of fallow teachers and tax payers who would become vociferous if we rode around with onh* one student in the car. However, many of us believe there is a value In bade seat observation. We would have observers even if no critics existed. Under normal condi tions usually the number four student driver in any given lesson docs a better job than the preceding three. Consequently, we rotate the positions from lesson to lesson to dis tribute equally the opportunities. TEACHERS NEED DOUBLE TALENT To gain the most for observers in the back seat requires special teadung tech niques which unfortunately some teachers do not possess. Under such conditions the values of observation are lost and eves cer tain anti-social actions and attitudes can de\elop which harm the program and fail to develop the type of highway citizen wc want. Such actions include inattention, outspoken criticism of the student driver, damaging the interior of the car, throwing refuse out of the windows, horseplay or yelling remarks to passersby. The good instructor realizes his major concern must be with the student in the front seat, but U well aware that he has obligations in the back scat as welL In fact, the better he and the observers meet those obligations, the better the job of each student behind the wheel. Most instructors believe there should be observers in the practice driving automobile. However, there ts disagreement on the num ber of observers. Two observers in the back seat and one student behind-the-wheel is often mentioned by proponents who fed these two can sec better and have more free dom of movement than if there were three observers. A third observer decreases the practice driving time and increases the observation nme with possible remits of boredom and lack of interest. Most teachers of driver education feel that beyond 40 to 60 minutes the maximum span of attention and interest is reached and the benefits of observation are lost. Those persons advocating observers point out tint a student can team by observing the mistakes and correct techniques of others, especially if this learning is guided by a clever leather. It is necessary to set up this plan as a definite learning situation with record keeping, questions and prob lems, written criticisms of the driver to show him at the end of the period, a writ ten summary of the things learned during the lesson, and a mental game of malting believe you are driving feu* each driver. Similar procedures are followed in many school classroom techniques in other subject areas. Students recite, explain, demonstrate, and report white the group watches and listens. 54 Limiting the number of observers and the observation provides opportunity for repeti length of observation time prevents bore tion. Properly motivated, each student real dom and gives freedom of movement. Some izes bis responsibilities to observe closely people believe that learning by observation tor his turn behind-the-wheel. has only limited application. Having four students in the car is more economical, but TEACHERS* TECHNIQUES teacher-pupil ratio must be considered in , Many teachers fed that too few observers terms of the amount of time each pupil are a waste of teacher time and energy since spends behind-thc-wheeL teachers must repeat the denv>ntntkins, ex planations. and criticisms severs1 times. With Save time, confusion, and delay by hav ing; observers in the car, tndiv''' end group questions and bomtnents c . shared by alL A. A definite system of who is first, second, Here are some of the te- -s and tricks of driver education teacher* * prove their third and fourth each lesson. Naturally situations arise to change the system. ' teadung procedures and Icmung process, 6, A definite system of seat rotation as each and to make the back seat observation more student moves to his turn behind-the- meaningful. wheel. There are three methods of do Homogeneous grouping is important. As near as possible car groups should be formed with students alike in their interests, skills and experience. After a period of two or three weeks, adjustments can be made when ing this; a. As each driver is through he moves into the left side of the bade seat and does not move again during the period. ' necessary and possible. b. Similar to one above except that Develop a glossary of common terms to use in the car. These terms should be given T * to each student so the instructor and the students talk a common language. Remember that most of us understand better when we can see it. Therefore, the instructor should demonstrate maneuvers and : skills, and also use the blackboard or driv ing pad to illustrate his points. The instructor should not concentrate his attention on the student in the front scat : excluding those in the back seat Establish good car group rapport. Teach to all. not just to one. the group in the back seat slides one place to the right each time. The incoming and outgoing stu- doits and the instructor step out of the car with the outgoing driver each time stepping over those left in the back seat. e. The outgoing driver moves to the left position in the rear seat each time but all back seat occupants move out of the car before he en ters. Even though such a plan con sumes slightly more time the ad vantages outweigh the extra time; KEEP OBSERVERS BUS/ Try to improve the observational skills of the observers. Timely placed questions to t the group in the back seat will improve the ' perceptual skills of the group. Keep observers busy in the back seat by haring them keep records, mark check lists, write criticisms, keep notes for after class 1. Breaks up the monotony 2, Increases the amount of ac tivity A All receive the benefit of a new and different seat for observa tion 4. Better control of the group in discipline and interest. outlines, and similar activities. Many in With so much scat changing, it is im structors place the entire responsibility of portant to observe two safety measures. keeping all car and individual records on One is to develop the habit never to touch the number four observer in the back seat a door handle until the parking brake is Also included would be the individual time fully engaged. The second is to develop the record of each student driver's tun* behind- habit of carefully dosing all doors to be the-wheel. sure no fingers are caught in the door. 55 I 2957 National Safety Congress Of course only the curbside doors should be used--never the suicide doors. Nothing should be pieced en the back shelf. This Is s safety measure and permits better visibility. Students can either place their books and pocketbooks in the trunk or on the stats bchiod the observers, thus acting as a detriment to restful in-attention. Back scat observation can be evaluated in the knowledge gained, habits developed, and the skill diown when performing behind-thewheel. Many have opinions on the subject, but practically nothing has been done in ex* l>erimeQtal research. Some of the following questions still must be answered through uxmd research: 1. is back seat observation valuable? 2. li observation is valuable, how many observers is the best number? X How loog should driving lessons be for the student driver? for the ob servers in the back scat? 4. What are the best methods to hold die interest of the group? What is needed most in driver education is progress--progress based on research and expert advice rather than donge for the sake of change or innovation based on spec ulation. Unless driver education employs sound educational methods and unless the claims made for It measure up to its avowed objectives, we may find that driver educa tion Is not a part of our curriculum any more>^ School and College Safely one car full time (8.00 to 3:00 pm,) choice of the first five weeks or of the last to three instructors and three cars, full time. five weeks. If after all these requirements Next summer we plan to use four instructors are met, there are still a few vacancies in and four cars full time to meet the demands the course, the remaining students are chosen of the students. on the basis of who registered first SELECT ON AGE. PWOlUTy We have found that developing a summer training program differs very little from the The students' demand for driver education regular winter program. The total number is so great that we have had to set up stand of students trained is smaller because of ards for malting our selections so trial more the shorter period of time, but each student students have an opportunity to take the receives the same number of hours training, * course. The minimum age limit is 16. and the same careful consideration as those Seniors have first chance; then juniors and m the regular school year. so on. Those who need a driver's ticaise to hold m summer job have priority. I believe this lade o! difference is due to the fact that the driver training course is We also try to arrange a student's course just another unit of the regular summer so that it will not interfere with his parents' school curriculum as a whole and is not rummer vacation plans, that is, he has a treated as a separate part~A. DEVELOPING A SUMMER DRIVER EDUCATION PROGRAM a.by JOSEPH PAWLOWSKI director. Driver ft Safety Education, Maine Township High School, Dcs Maine*. 111. When developing a summer driver educa tion program, several aspects must be taken into consideration: bow can it be worked into a summer session program; can the course operate or run like an average school year course; are the proper facilities avail able for the summer course (cars, class rooms. etc); is the demand for the course as great as during the regular school year?* The driver education program at Uaine Township High School in Des Plaines is integrated into the regular summer session <o that a student can take one or two other subjects. Driver education is not a separate course, but is part of the regular curriculum. * To receive state aid we must also meet the requirements set up by the Illinois Depart ment of Education. This means we must give each student 30 hours of classroom instruction and six hours of behind-thewheel training Formerly we gave each student approximately 15 hours of class room instruction and 5 hours of behind-thewheel training Each summer course in driver education formerly lasted four weeks; now it lasts five weeks. We found the 56 shorter course to be fairly satisfactory since our percentage of failures was very low-- around three per cent. no pet pupil However, under the state aid program, the State of Illinois reimburses the school $30,00 per pupil for each student who has completed 30 hours of classroom instruction and six hours of behind-the-wheel training. That is the standard which we now use at Maine Township High School. A well run summer driver education pro gram must have adequate facilities to oper ate properly. At Maine the same facilities are available in summer as m winter. We have a large parking lot which wc use for beginning behind-the-wbeel nutrueiten when we fed a student should not be allowed on a public street Wc have adcqtstte class rooms, visual aids material, cars and a- stroctort And we ,tnm'm'*T have enough smdreu The course iu driver uhntira has been so saceosfel at Maine that in fenr years the program has grown from one Timnwtnr and USING THE DUAL CAR PLAN by J. A. SIISON safety coordinator, Clearwater High School, Clearwater, Me. School people are constantly trying to find ways of increasing the teacher-pupil ratio in practice driving riafg- One such plan is outlined below: , PURPOSE: !. To increase teacher-pupil load and 2. Number of hours "behind the wheel" training per student EQUIPMENT: t- Minimum number of cars (2) 2. Enclosed area or blocked off street CAR AND STUDENT ASSIGNMENT: 1. Four students each period 2. Five periods per week 3. One boor periods 4. Each student 30 minutes "behind wheel" each period 5. Each student in car once a week a. 90 periods per semester b. 30 "in class" periods (30 hours) c. 12 "in ear" periods (6 hours) 6. Teacher can handle 100 students per semester PLAN: 1. Instructor cheeks out each student la car for purpose of grouping Each group needs two advanced students 2. All lessons at beginning of course are taught on exposed area or "blocked off" street. J. Students are takes for road test as soon as they are old enough and ready. 4. (Only one student at a time is the "following ear" ADVANTAGES: 1. Student solo drive is under super vision. 2. Teaches safe following distances. 3. Flan can be used in traffic.A, 57 The Elementary School Section's Viewpoint ON SAFETY EDUCATION * by JAMES W. MANN principal, Hubbard Woods school, Winnetka, ID. chairman, steering committee Elementary school days, N. &. C. Let me review some possible approaches to teaching safety. Consider, for example, what might be called the "horrible example* approach. A child is hurt. We use the acci dent as a proper lesson m safety. This, we maintain, is the only real safety teaching. Ml elsa is trite and artificial Then there's the controlled environment approach. The child's surroundings should be so safe that there is no opportunity for accidents. This is our responsibility as adults If aa activity has potential dangers, cancel it. If a piece of apparatus is likely to cause an accident, get rid of it. Or perhaps we should be scientific in our approach. Make a careful and thorough study of all accidents everywhere. From this construct a check list which will .con stitute the "curriculum'' in safety educa tion. Arrange by grade levels, and when each item has been "taught** our responsi bility has been discharged. SEASONAL APPROACH There are those who believe that all good teaching is accomplished through precept. They construct a full list of "thou shalts" and "thou shalt nots." These commandments, memorized by each child, will prepare him to face the future. Then there's the organised person who be lieves that safety education mutt have s formal place ia the school curriculum. They "favor a 15-minute period daily. Definite re quirements for the year at each grade level are in a written outline and each teacher is required to complete the outline. As a variation to the above, let's consider the seasonal approach. This takes less time than the daily reqatranau and utilizes the opportunities presented by well-imderstood events ia the children's lives. Wc will then observe fire prevention week in October, followed by Halloween which is rich m SB teaching opportunities. Christinas has its well known hastds. and fee and snow can be stressed in January. After a brief respite we go into spring and early summer with multiple warnings about the dangers lurk ing in outdoor play, piaxks in the woods and the hazards of water and heat At this point you may feci I am trying to be cynical about these various approaches to safety education. I have not meant to dis parage, but rather to infer that in each one there is something vital lacking in terms of good teaching. Good teaching of safety education is the same as any teaching we do. The central figure is the child--a growing; developing, experimenting human being He is not neces sarily interested in "learning" about safetyBut he can be interested in living safely if we follow the fundamental principles of good teaching. To teach a child we must first know him as a whole being--we must know his physi cal self, his mind, his emotions. Then we must involve him physically, intellectually and emotionally m a continuous program of doing; thinking, appraising, revising, and doing again. This must be accomplished using the knowledge that children team best when they seek to satisfy their inner searchings. This we must recognize as a process of growth, with each stage in the process presetting a new kind of need and seeking a new fulfilment. GOOD SCHOOL FACTORS Following is excerpts from some of the literature of our group; published under the title "Desirable Experiences us Elementary School Safety." This document nys: 1--Good schools provide safety instruction to meet the needs of Ike pupils. This in cludes examination of the environmmt. School mi College Softly analysis of accident records, attention to the hazards of special days and sea sons and consideration of the individ ual pupil's problems. 2--Good schools provide for active partic ipation of the pupils, including such activities as inspecting and correcting hazards, patrols, monitors, committee work, and pupil evaluation of safety programs. 3--Good schools provide for e wellrounded program, covering all safety areas of importance to the child, utiliz ing suitable materials and fitting the program to the particular school and community. 4--Good schools provide realistic oppor tunities for supervised practice in meeting hazards. The practice of help ing a child to idoitify himself person ally with a program of learning is baste to good, modem education. 5--Good schools keep safety foremost in the minds of pupils, parents and teach ers. This means, of course, that every one is engaged in safety, not just a committee or safety supervisor or the pnnripaL It means that safety becomes a meaningful part of the life of the school. 6--Good schools cooperate with other com munity agencies. This is civic training in a realistic setting. 7--Good schools provide for safe environ ment and for continuous improvement in the total program. Good education suggests that children have a part in this improvement, for what they share in, they will n- it destroy. This philosophy of yesterday is sound today. Perhaps in practice; however, we have relegated that philosophy to second place in our concern of '*how-to-dolL`* Per haps in our concern for techniques, we have forgotten to give attention to the per sonal development of each individual child and to the effect this or that plan win have on him. We have the opportunity to take a fresh start now. The contribution of the Ele mentary School section will be to help our selves and other teachers aid boys and girls to min experiences which will produce safer boys and girls, safer men and women, safer citizens. This section agrees that we should -focus our thinking on a little child, a physical being who must be active, who must some times experiment in order to learn, who must live out his aggressions before he can become a mature person, who thinks ra tionally only after he has had experience to form grounds for rationality, and who must be a child before he can be a man. Wc must make safety for him, not a series of items to be learned, but the challenge of a life to be lived. THE CHANGING WORLD IN WHICH OUR ELEMENTARY SCHOOL CHILDREN ARE LIVING by MRS. CLIFTON M. UTLEY NBC Commentator Je Director, Midwest office. Institute of International Education, Chicago This pest year has seen a dramatic change that has moved us farther into the missile age. The Sputnik circling the earth at more than 18,000 mph and sending its ra dio messages to the earth marks the be ginning of a new era. This earth satellite points up the contradictory aspects of our world and our adjustment to it. We have adjusted to the fact that the Sputnik is there. It is rapidly becoming as commonplace as an alarm dock. As a people; we are only now facing up to cold reappraisal of what the whirling orbit projector really means. It is a tremendous scientific achievement, but already it has tost its novelty. 59 1957 National Safety Congress But such contradictions seem to be a characteristic of our society today. We have oar highest level of physical comfort, but we are full of insecurities. We move from one place to another with the gratest ease, but we are thereby creating problems of health--and even life--that did not exist when we lacked the conveniences. We work a shorter week and a shorter day, but we have difficulty in using our new leisure. IGNORANT IN USING SCIENCE We have science as our servant, but we carelessly do not learn how to use it. We create more and more desires for the com forts of home, and send Mother out of the home to ears enough money to help buy than, frequently losing the very cbaracteristics that make home a warm, focal point for the children. We build better homes filled with more comforts and con veniences, and we are the most mobile of all people. Our social and emotional roots barely have as opportunity to go deep into the neighborhood soil before they are pulled up and replanted to a new spot. The physical dangers and the emotional insecurities of such a life are obvious. I could go oo and ca with examples of our patters of living that show the contra dictions. We cannot expect balance and equilibrium in all things. Life would be exceedingly dull if we did and we would probably become as dull intellectually as we become sluggish physically if we live for a long time in a mild climate never frequented with marked changes. TRAINING SCHOOL CHILDREN You people arc working with elementary school children. You have the most excit ing and challenging task in the world. Upon how you and your colleagues help train their mind and bodies and. yes, thdr spirits, depends the future of our society. This U a bewildering world for these chil dren. The contradictions between word and deed will poxzlc than. The complexity of the decisions to be made will require not only a mastery of facts but also a mastery of self. Let me consider in greater detail some aspects of "The Changing World in Which Our Elemenary School QtBdras Are Living.": (1) Ballistic Misales 60 We have as earth satellite. Next step--orbit to the moon--25,000 mph. Then, platform on earth satellite. Then, platform on moon fun-maimed). <2) Atomic Power a. Military use. h. Peaceful use* (fissionable by-prod uct). (j) An age that is becoming more indus trialised and motorized. a. Learning a trade or profession, we must know something about machin ery. it is almost impossible to work at something that does not involve machinery or a motor. b. Home--electricity and gas equip ment. We most learn something about it to operate it safely. I can never understand why people persist in looking for a gas leak with lighted matches. We tire with chemistry, physics, elec tronics. Even if a child does not plan to be a scientist or a mechanic, as a citizen he will need to know some science, for without it the world he lives in and reads about in his daily paper will have no mean ing. UTILIZE LEISURE HOURS (4) With this industrialization, and espe cially with automation, comes more leisure. To you goes the challenge of giving these elementary school children the resources for using that leisure. I hope that you can help than know themselves so they can enjoy being alcoe, reflecting, or enjoying books, poetry and music. 1 hope they can find pleasure in a garden of growing things. Of course there is the necessary vogue of "do it yourself" furniture, gadgets, and eves houses, t say "necessary" because the cost of the finished product is often too expensive for an average budget and be cause it fills the leisure hours that might otherwise be span is boring idleness. 1 shall not dwell on the Importance of fffety procedure in these tasks. That is for you to pursue later. (5) Another aspect of the changing world in which our ckmenary school children are living is the borne. The fact that the home has so many modern coevenieoces means , ' k . Sikoot and College Safety that the mother and housekeeper has more free time. She can use that time for her sdf-unprovement, for civic work (commu nity improvement) or for financial gain. In ever increasing numbers, women are choosing the latter. This is partly because the pattern for women working in business and industry was extended during the war >ears when every hand was needed. Both the women and their employers found the result satisfactory. WOMEN WORK FOR FINANCIAL AID But usually the force that pushes the woman to work outside her home is finan ce! need. You may not think she needs to buy a piano so Mary can take lessons, a luxury that father's check won't pay for. Or you may not consider it essential that the family have a television set, an electric washer, a new car and furniture, all being paid for in installments at the same time. Whether you agree or not, they made the decision, arid Mother works. In trying to meet inflated prices, they work to buy things and thereby increase the inflation. Sometimes the Mother works be cause she is the sole support. We are shock ingly neglectful in the way we permit hus bands and fathers to abandon their families, cross jurisdictional boundaries, and evade any financial responsibility for their fami lies. No matter what the reason for their working away from home as wage earners, a gnat many women do it The impact on the children is obvious. They return to empty homes. They need good judgment, elf control. Or they are locked out of their homes after school until a parent returns. Then the child is faced with a need to know the community and how to defend himself m a variety of situations, from playing in his own street to getting to and iron a neighborhood park. Even if Mother is not working but is at a PTA meeting instead, many of these same problems and needs for personal resourcefulness and good training exist for the child. (6) Another aspect of our changing world that confronts the elementary school child is the mobility of our families. I was recently talking with an American Fulbright student who had returned from a year's study in Austria. He said one of the things that impressed him was the way the Aus trians planned and financed the building of a new home. ' There were no loans that permitted build ing the house and then living in it while you paid for it. Instead, they saved enough money to build the foundation one year. The sides would go up the next year, and perhaps the roof. The third year the re maining parts would be added Then the family moved in to stay a lifetime. When the Fulbright student explained how we financed our homes, and when the Austrians learned how we would buy a house, then change our job and sell the house and move to the city of the next job, they were incredulous. They could not be lieve a people would be so mobile. "WE ARE NOMAOS" But mobile we are. Sometimes 1 think wc are almost nomads. We move from place to place in search of work or health or comfort. Sometimes we move to escape boredom. Sometimes we move to esrape facing up to reality. Ask Travelers Aid sometime about the many people they help who are running away from their homes to a new place--any place--where they will not have to face their own weakness, where they can pose in a new setting as the per sons they pretend to be rather than die persons they are. This mobility gives to many of the ele mentary school-age children a lack of secur ity. No place can they become established before their family moves on. Perhaps it is only from one part of a city to another, but in large cities that can mean new friends, new surroundings as strange as a new town would be. We can't keep our people from moving, even if we would. But perhaps we can give to the children an inner resourcefulness that will give them self-confidence and com posure in a changing scene. It is a very delicate line you tread as educators. How can you help give the ele mentary school child seif-confidence without a self-deceiving cockiness? As a nation, we are now suffering from the blow of learn ing that the Russians have surpassed us in 61 1957 National Safety Congees* Die science of rocketry. We are making ail kinds of excuses--all of them based on the premise that our bigness and ability will eventually win. To readjust to the knowledge that we do not always win will be difficult Adult Americans arc not making the transition easily. It will be equally difficult for our children to understand. For these scientific and psychological changes mean we are entering a new world. t trust that for the children who are our responsibility, it win be a world where they can enjoy the thrill of new knowledge and the satisfaction of applying it I hope that it will be a world where science will ad* vance and its baste precepts be generally understood. But I pray that we will advance, too, in the social sciences of learning to live to* gether in friendliness instead of mutual destruction, and that in this rapidly chang ing world the dignity of the individual and the human spirit will never be debased, WHAT ARE THE FACTS OF POPULATION MOBILITY TODAY? CHANGE OF RESIDENCE by SCOTT A. OREM department of sociology, Northwestern University, Evanston, ML People In U. S. cities are on the move. In one year, the average (median) of alt people who moved in the cities was 16 per cent The range was from six to 34 per cent. Seme cities have relatively low rates. Among these are Scranton, Wilkes-Barre, Johnstown, and New York. Cades with higher rates are Dallas, San Diego and Miami. St Louis represented a fairly average city in 1950 with 13 per cent of its popula tion on the move. In 1957 15 per cent moved and there is no indication of a decline. Los Angeles was near the top in relation to mobility with 25 per cent of its population moving. In 1953 the following figures were found for four middle-class residential areas: in one area 28 per cent had moved in one year; 27 per cent in another area; 28 per cent in another and 15 per cent in another. The percentage who had moved within three years was 56 per cent in the first area, 52 per cent in the second, 45 per cent in the third and 59 per cent in the fourth. It is noted that whereas the fourth area had a relatively small per cent of those moved in one year, it had the largest percentage of those moved in three years. The median time in residence fee Los Angeles was slightly less than three years. Among the reasons for this mobility is inter-urban migration. Is a Los Angeles study less than 25 per cent of those inves tigated were bora in Los Angeles. Only 32 per cent of the Detroit area residents were bora in Detroit. There is also an intra-urban movement. Forty-three per amt of the suburban popu lation in St. Lotus, lived previously in St. Louis. One reason for movement within the met ropolitan area is congenital mobility, that is there are some people who are just always on the move. In other cases it is an adjustment to ehangc: in-migrants to the cities have not yet found or been able to afford homes in the neighborhoods they prefer. There is also migration which comes as changes in life cycle. Whereas schools and playgrounds are extremely important In the selection of a home at one age level, they are not at another. Changes in social or economic level and income also may furnish a reason for mobility within the metropolitan area. 62 School and College Safety Populations flow to the cities and be* tween them and selection of residence within the city is related to urbanization, ethnicity and social rank. From 1950 to 1955, the population of metropolitan area* increased by 11,500,000; that of the rest of the country, by 300,000. The increase was almost entirely due to suburban growth: the central cities in creased by 3.8 per cent, the suburban area by 19 per cent. Almost all (but a negligible part) of the tremendous population growth forecast for America in the next few dec ades will be (1) metropolitan and (2) within the metropolitan area*--that is, sub urban in nature. A. AGRICULTURAL MIGRANT WORKER by NAOMI HIETT executive director, Illinois Commission on Children, Springfield, III. Agricultural migrant workers move so frequently in following the harvest they have tittle chance to improve their own conditions. Therefore,' many migrants each year find themselves, through community neglect or indifference, having to work and live under unfortunate and even deplorable conditions. There are numerous communi ties and Individual employers representing marked exceptions to this pattern, but un happily, there are many others to which this statement is only too applicable. Our whole country's economy is tied up with a bountiful harvest. A bountiful crop wouldn't be of much value if it couldn't be harvested and processed. Because agri culture is such a big and important busi ness more workers are required for har vesting and processing crops than are lo cally available. Therefore, migrant workers are recruited from states which have a surplus or from states where the harvest season differs. When they finish with the crops in one place they move on to crops in another. REFORT ON MIGRANTS This places a moral as well as an eco nomic responsibility on citizens, employers and official agencies to make certain that our harvests are not reaped at the expense of the migrant laborer and his family--that they be afforded the same protection, op portunities and responsibilities as are af forded local residents. In a report given by Paul E. Blackwood, specialist of Elementary Education, U. S. Office of Education, be reported there are more than 875 counties in the United States in which at least 100 agricultural migrants reside at peak seasons. The counties are widely scattered. For instance, 157 counties are in 10 east coast states; 401 counties in the central states; 139 counties in Texas and 181 counties in 11 western states. Hundreds of these counties have from 500 to 3000 migarats. These people are absolutely necessary to our economy but when it comes to providing services for them, too frequently the remark is "They don't pay taxes," "They aren't here long enough.'* "They aren't our responsibility,* or, "Why doesn't the place where they come from take ear* of these needs?" These same people fail to realize that the money which these migrants make for the growers and the caaners is what helps pay for the'schools, the hospitals, the parks and the social services with which the local residents are provided. But the migrant, whose labors are necessary to provide the money to these land owners or large em ployers. do not realize any benefits from them. In sdditioo, the migrant* spend a large amount of the money which they earn in the community white they are there. The United States Office of recently referred to these migrants as the largest single reservoir of illiterates in our Ration today. They have estimated that 600,000 of these children arc being denied the privileges of a public school education Many of these children are retarded from two to four grades. In a spot check of 63 t9$? National Safety Congress children in one area in Illinois, 18 of the 28 children were educationally retarded from one to four grades. likely to receive one shot and not any of the subsequent injections. Several ehildra in one camp had tuber In a survey made by the Wage and Hour culosis and were placed in a sanatorium. Gantract Division of the United States De The harvest season ended but the ehildra partment of Labor, an analysis was made of were not ready for release. The dilemma 4,182 of the 4,285 children their investi was the family lad to move on without gators found Nvorldng during school hours. them--or stay without any income--or take Forty per cent of these children were mi* the children with them and risk the chance grants. Sixty-two per cat of them were they might die. educationally retarded. la soother hgtancr. a youngster died be In many places the children were not cause aooe of the migrants in a particular accepted is school. In others, provision isn't crew knew bow to use a dial telephone. made to accommodate them or to plan for By the rime the father wtst in from the them. Sometimes they have s langiage farm to obtain a doctor and the doctor ar handicap. They may be in a community for rived. the child was dead. 2 weeks or for 3 months. Frequoitly local leaders express the opinion that it isn't MEDICAL CARE NEGLECTED worth the extra effort or expense to get These ehildra also work in fields, many these ehildra in schooL times with dangerous implements. For in On the school's side is the problem of stance, a child's finger was almost whacked additional children In an already full load; off with as onion knife. having children added to a class at a late date when they have not accomplished the earlier year's work and the lack of records as to what the child's level of attainment and school history has been. Experiments have been attempted on the east coast and in other areas to develop an accumulative School-Health Card for the family to carry with them. A pregnant woman on the move U not likely to bother with prenatal arc as long as she doesn't feel badly. If a tab/ is born with some deformity or handicap, it is diffi cult for him to get adequate medical care in order to avoid permanent damage; not because it isn't available, but because it takes time and many operations with care ful planning and spacing, and careful after MIGRANT HOUSING MOSLEMS In addition to education there are boosing problems. In some places employers have gone to great expense and made speda] efforts to provide good housing. But in other places they move the farm machinery from a barn, pitch tats or have shacks or converted farm buildings, at times even converted chicken coops. The problems of sanitation and persoaal cleanliness are overwhelming. In one sample 20 of the JO migrant families had no bath ing facilities except a nearby pond. In discussing with the father what be saw as one of the biggest needs. He mentioned care. If a mother works in a field, she takes the baby with her, and may by him in a convenient shady spot. There he could be the dinner for insects, exposed to rats or run over by farm equipment. Or if be has older sisters ad brothers, they take care of him, as best as they are able, during the mother's absace. Nutrition is another problem as it U often difficult to secure halamvH food, plus the time it takes to cook, and the cooking facilities are the open fires built by the migrants themselves. The sulk supply and safe water is also a problem. bathing facilities for the three year old--it seems he was too little for the pond and too big for the dishpan. In Health the family and the children are TRANSPORTATION DIFFICULTIES A problem which lately has been given much consideration is the transportation of these workers. There have bea no laws rarely included in local health preventive covering the vehicles, the number of people services unless the community happens to who could be crammed into a truck and have a special Itealtfa drive" such as for the length of time that they could travel, polio. Eva in these situations the child is including the driver, without steep or rest. 64 School and College Softly A law has been passed in the last session of Congress which regulates this. It is Public Law No. 929. The Interstate Com merce Commission has just released a pam phlet setting forth regulations on the new law. It is entitled "Title 4 Transportation Motor Carrier Safety," There will be much opposition to this taw and much resistance to compliance with these regulations. This is a place where concerned and informed people may do a good job of interpretation and support, if they so wish. These people are a part of our country, of our citixas. They not only have a con tribution to make in our economy, but they are essential to it. Therefore it would seem that we have a moral responsibility--and even a selfish interest in helping these people better their living conditions, their educational opportunities and their general well being, "Wisdom is knowing what to do Stall how to do it Virtue in doing it" A. THE MILITARY FAMILY by BRIGADIER GENERAL ROBERT W. HALL USAF V staff director, Military Personnel Policy Div., Dept, of Defense, Washington, D. C I The military family is probably the largest though many attend private institutions-- family known to man. There are approxi in the areas where their parents are sta mately 3,015,400 dependents of military per tioned. In localities where there are in sonnel throughout the world--slightly more sufficient school facilities, schools are oper than one dependent for each military person ated by the Armed Forces on the military' 1 ' on active duty. Of these, almost 521,000 reservations. are located in oversea areas. The remaining two and one half million are scattered widely over the United States. The Army operates 10 such schools throughout the States and Puerto Rico with a total enrollment of approximately 13,000 The dependent* of military personnel in children. In addition there are 39 schools i elude wives and children, as writ as mothers built on Army reservations with Depan and fathers who receive more than half of mat of Health, Education and Welfare their support from service members, and, funds which are operated by local school in rare instances, men husbands who are in jurisdictions. ,t , fact dependent upon their wives. There are roughly 1,632,700 ehildra in this large family--enough to create headaches for a number of school teachers not to mention baby sitters1 The Navy, Including the Marine Corps, operates four schoots in Virginia and North and South Carolina with a total enrollment of 2,973 children. Since >ou are particularly interested in in Alabama, Florida and Puerto Rico, the the school age ehildra of military personnel, Sir Force operates seven schools with 3,615 I shall discuss three main points--where students enrolled. Like the Army, they too, 1 ' these offspring receive their education, the have schools built by Department of Health, numbers involved and an outline of the Education and Welfare funds on their migratory nature of the families to which, reservation*. , in military jargon, the ehildra are assigned Thus, there-are 21 schools operated by for logistic support. the Armed Forces on military reservations EDUCATION SIMILAR TO CIVILIANS Children of military families are exposed to education in much the same manner as and 60 built with Health, Education and Welfare funds on military reservations but operated by local school jurisdictions- those of our civilian friends. Here at home, In the overseas areas there are 276 schools the children of military personnel attend run by the Department of Defense--144 by schools--generally the public schools, al the Army, 21 by the Navy and 111 by the 65 1957 National Safely Congress School and College Safety United State* Air Fore*. The teacherpupil ratio in schools located outside our country and its possessions varies from a low of one to 10 to a high of one to 50. The average is probably in the order of one teacher to 2S students. Lest you draw the conclusion that we are too well off in this respect, may I point out that conditions in overseas areas are, in many cases, most difficult. The shifting of military personnel and the age spread of children at the smaller installations are two of the important considerations. The schools are found in the areas of American military concentration and vary from quite small units to those comparable with our schools here in the States. Sometimes supplies and equipment are difficult to obtain at the far end of the pipe line. A very insignificant number of the children who attend the oversea schools are dependents of civilian government workers or those of other civilians on a fully reim bursable basis. MARRIED SERVICE MEN Now, as to the numbers involved, you may be interested in the distribution of the married male military personnel by number of direct dependents. There are 1,221,091 married males in the Armed Forces, 424,804 have no children. 325,906 have one child. 266,726 have two, 132,999 have three and 70,655 have four or more little income tax deductions. , The 1.632700 duldra I moxtiooed previ ously are divided by service in the following manner; Army .....................569,992 Navy .....................326,501 Marine Corps.............. 78,910 Air Force........ ............657,293 Geographically 1.326.833 are located within the United States and 305,365 are outside the *<** *wf Units. Tnchided in the foregoing figures are children of all age*. We do not have figures separating out only those children of elemauaiy school age. These would be most difficult to obtain because of the difference m local school system. However, here is the breakdown by age groups: In the United States-- Under 6 ................. 6 but not to include 12.... 12 but not to include 18..,...125,978 18 but not to include 21. ... 16.081 21 and over................. S.796 Overseas-- Under 6 ........................... ...176,409 6 bet not to include 12.. ... 96.956 12 bet not to include 18. ... 28,443 18 but not to include 21.. ... 2,944 If we take the elementary school ages to !>e six to less than 12 we find that there are overseas about 96,956 and in the United States 402720. If we subtract those in tcbools operated by the military in the United Sates, It may be concluded that about 383,270 are attending schools even as your children are. INCREASE IN ENROLLMENT An Army report said the Army schools overseas show a 20 per cent increase in secondary school enrollment this year, while reporting a total enrollment increase of seven per cent per year for the past several years. The national estimate in the United Sates las been a four per cent increase in total school enrollment. This year the Air Force schools overseas have 423 students in the twelfth grade and 5,797 in the first grade, (t would appear from these facts that the World War II baby boom is now reaching high school while that of the Korean War is just now entering school. I am sure that my final point does not come as a surprii*--that the military family is quite transient. This is caused by many factors, the most important of which are an annual turnover rate in excess of 20 per cent; the increase and decrease of the ac tive forces to meet the changing times; the requirement for all to share the not-io-good as well as the choice assignments; and formal professional education and experience as one progresses throughout a career. FAMILIES UPROOTED A "ixna1 tour of duty would lie some where between two and four years, although there are examples of moch shorter duty-- sock as schools, or mods longer--such as professors at the miliary academies which Fometimes extend for many years. One result of this constant shifting of the military family is the frequent uprooting of the dependent child from his social and educational environment Although the mili tary departments make reasonable efforts to avoid moving personnel with school age children during the school year, you can see that miliary considerations must always take precedence. Many people must be moved at inconvenient times. Consequently, the children must adjust and readjust to changing educational standards and practices. In addition, there is one facet of military service which is not very prevalent in the irnn-miliury. This is the matter of family separations. There are literally thousands of families which are "fatherless" for months --even years. There are places--such as Thute Air Force Base in Greenland where dependents are not permitted. In other areas there may be no housing available--either government or on the civil ian economy. Sometimes the cost of living is so high in a particular place that the "little woman" akes the kids home to Mother until her husband gets another duty assignment where she can join him. But, whatever the cause, frequent change of duty sailon or family separation, much to the credit of the service children, they by and targe make the adjustments required. RESPONSIBILITIES OF COLLEGES FOR SAFETY PREPARATION by EVA M. DRATZ director. Deportment of Bementary Eduction, W.jtem College, Oeford, Ohio "We do our best only when we are doing our best," says Lincoln Lippincott of Yale Are we doing our best when we find that of the 42 Departments of Education in the 411 colleges, which offered courses in Safety Education, only six colleges stress methods? These figures are taken from 1956 "Safety Courses for Teachers.- Forty per cent of the 768 courses were In safety and driver education. Relatively few teacher-education curricula require students to take a founda tional course in safety education. However, in a number of instances, stu dents may elect such a course. Tremendous progress has been made is preparation of safety specialists. The college student who does not expect to teach or major in a field which must stress safety techniques is exposed to very little safety education. A manber < colleges indode safety knowledges and skills in the regular courses. There is no definite procedure and the re sults can be attributed to prv-coOcg* ex periences or to wpcnitioa Driver education is 303 of the 768 safety courses offered by 411 colleges. The seadents a the ninth grade are firm a six wedcs course in driver education before taking the driver's test Yet the cross country study of accidents, showed that the accident toal for the first six months of 1957 was 11 per cent higher than the com parable period of 1956. Speed and the related evils of drivers in a hurry are the principal causes of highway accidents. Has education failed? No!--the percentage could have been 90 per cent The community must have united action in developing a sound safety program. Have the safety programs been cooperatively eval uated? TEACHERS SHOULD KNOW SAFETY PROBLEMS Industry asks why college students are not alert to safety procedures when they enter the productive world. Yet how many worker* in the productive world have at tended college? The instructor* in elemen tary and high schools must stress safety in sendee courses or work shop* and be re quired to attend the National Safety Con gress to realise the problems in the indus trial world. 67 I J95? Naiional Safety Congrats Pedestrian safety regsbujons most be es tablished. Chicago. vtidi has aa unenforce able anti-jay wHt orfionee that conflicts wick a snort Hoal and ton&( state taw, taw wady eat m sot) taoce thaarpty 4wa nay ocher e*y tnetp Detroit. 1 Xew task nay mmdtm tlww that 7t UJtl 1*54. were t*> sad wwsh-* Hmw haw* He yanms udod m muHnig I'lhwyt Far shre* weeks, I nBHarwl m m'iwm) Gatbt yet] to tee How >wn y^m are eo&ege grad- taac*. yrowciid kor cktdra ftsn knftn H eketricaJ affifi-inrci, Thr noswtrs were varied and catigfctca- tnz. Soot of the 60 adults interviewed had ever heard of a safety eotirse in college. Their majors were education, nursing. art. theater, science, business. English and psy chology. I observed some "safety** prowl- ores with their children, and only once did 1 hear a quiet "no" from the mother which was understood. An explanation followed, la other situations the word "don't" was loudly voiced and when the Mother's atten tion was diverted, the child experimented and was burned. GRADE SCHOOLS STRESS SAFETY At the beach, the "don't*" were many and without rcuan The five year old must (earn the safest route to and from school, how the school patrols protect him. how he is helped by traffic signals, what he does in a fire drill--and why and how he can be a cooperative member in a large group. Has every kindergarten child mastered these ob jectives? No. The- backgrounds are too varied and the personal desires for recogni tion are too prevalent. fn die first grade, the objectives of the kindergarten continue and the needs of this age are recognised. Each needs special guid ance in working with the school patrol. On the playground, new problems arise for a safety code must be in play as well as work. 68 In the second grade, the teacher knows the experiences of a child's first two schor/ years. She observes which objectives neo: stressed. This group teams the work ofi the policeman and fireman. They learn ho* they can be real Helpers ta the community (Scene teachers can profit by reading Din nry's Jimmy Cricket) { The third grade emphasis varies. Ufttall> I their area expands beyond the unmedia;- i neighborhood to include the many coenrouri ties in the city and its environs. The pupT-' are often introduced to the city hodth dr ; partment and to the various safety device In the industries. In the fourth grade, ifc- curriculum indudes understanding the sta:r and its various physical regions. For th- first time, the pupils compare work ar i recreation with activities in world comgnm ties and appreciate the advantages the , usually took for granted. The emphasis in the fifth grade is th- , United States. Understanding the ratiorc. : health and safety program and appreciating our nation's contributions to the safety r other countries are discussed. Life in the Western Hemisphere am! Western Europe is the theme for the sixth grade. These pupils appreciate their envi ronment more when they realize how much more secure the Americans are because of the many departments in the nation which emphasize safety. Every dementary child has six years of safety education. Every ninth grade pupil is required to take a course in driver's train-. big. Why should one eastern county have 4,328 serious traffic accidents and 28 fatal-! idea? At Western College for Women. mfet\ i is a "must" in every department Ever: English majors emphasize safety procedure1 in their department Articles are presented! to the Student Government association which, acta on the safety measures suggested. The I student head of each dormitory selects a1 committee which decides what safety "laws' should be enacted. The civic clubs and the PTA's should participate in a safety campaign and every adult should set a good example for youth. All educators must continually evaluate their programs to see if they keep pace with the demands of the age. Teachers should use the services of the National Safety Council, H. | OCCUPATIONAL SAFETY--A CHALLENGE TO THE COLLEGES by WALTER A. CUTTER gi.rtor. Cmtm Wctv EdoeaUoA, Division of General Education, Mn.y4 Uaimuty, New York city We hour a nanonl h--if tendency to am drivers, vkk mm psep of aooocaaooos; wadert*. 1* ends ei dine aetsvwif. we mnsidrr the one we are performing at the neafm v imwwl and we do not always think of He tmmm threada lasting through att oi tfaef and other activities performed our waking hours. Takr the eofiece commencement. for exMgle He were accustomed in earlier days to thiuk of the comcca.cnxm as the time when firing began. There was the implicit mm Him chat for four years the students had been ou ice. an4 now the thaw had set ta and they were melting into living A cartoon in the New Yorker not long after the war showed the silliness of this viewpoint. At an outdoor commencement, the students in caps and gowns were grouped in a center section. Surrounding them were their wives, each of whom was holding one or more children on laps, or shepherding them in prams. The orator was saying. "You are about to step out into life's prob lems, etc, etc" Both students and wives locked a little flabbergasted. The fact la that each day is a commence ment. We are always In the midst of living experience Our task in this paper is to appraise safety experience in the collegiate institutions, and the relationship of that experience to contemporary or later ex perience away from the institution. COLLEGES CONTRiltmON The major contributions the college makes to the continuing thread of human safety are threefold. To add the college experience to former experiences directed at the developmett of a positive attitude towards safety in every day living. To assure that in the total college ex perience classroom, laboratories, shops, rec reation. athletics, and normal traffic, safe standards are kwim and followed. Insofar as the specific college experience permits, to prepare the students for later specialized experiences as, for example, indostriaL Mraenms studies reinforce a fact of ob servation that, as safe and unsafe behavior are port of the whole problem of human behavior, attitudes play a conspicuous part. It is hardly necessary to dwell long ou this point. A person performs aa imsafe act. Why? He may not know how to do the particular task. This means that his attitude was not oriented to wanting to team to do it right, or that someone's mind was not oriented to teaching him. In both there is evidence of faulty attitude Or he might know, but might not do it right, or he might be indif ferent to how it was done, or most anything else. . In any case the attitude is deficient, and the attitude, right or wrong, will direct the action. Actions are symptoms of deeper functions within the mind, and it is in this deeper area that education must be effective. Attitudes dieau not only opinion* end verbal expressions, but actions. This means that wherever in the college curriculum, subject matter lends itself to the inculcation and fostering of constructive safe attitudes, the occasion should be used. There are few subjects which do not lend them selves to' such an emphasis, and, where the emphasis can be introduced adroitly, there is one more stimulus provided. This sug gests a further step which must be taken to make these emphases and applications meaningful. A course in economic* could well use the information given in Accident Facts, for example, the publication of the National 69 1957 National Softly Congress Safety Council, and develop the significance When we factor out the elements common economically of die immense personal and in accident causation and accident experi property losses. In the altitudinal aspect of the college experience, there should be an organic wholeness to the student's experi ence. ence; we find we are left with only the superficial qualities of a given activity, and of the particular environment in which the activity is carried on. There are more com The studbnt should be convinced that in telligent safety is a good thing and he should conform, as an intelligent person, to its re quirements. Stress should be laid on the fact that safety is the intelligent reaction and practice; and further, that does not mean a series of don't* or prohibitions. Rather, attention to the requirements of safety, free* mon elements, insofar as types of accidents and safety are concerned, in a college and an industry than there are different elements. True, the difference in environment Is fre> quently dramatic, but movements and actions of the person are sufficiently alike to give us a common ground of action, as well as a period of preparation for later experience. the person to do what he needs to do, or wants to do, without the threat of injury or property damage. The actualities of the college experience itself shonld convey a sense of the impor tance which the college administration at taches to safety. The proper attitude toward the concept of intelligent safety and safe practices tr the essential basis of safety. OIRECTOR OP SAFETY It is quite esseotial that one person be designated, whatever his title, to assume the leadership and responsibility for coordinating the safety program. Even though the in stitution say have a safety committee, it is necessary that one persoa be designated to spark the program. Without aggressive leadership, a commit tee say become an organised attempt to TOTAL COLLEGE EXPERIENCE evade individual responsibility. An impor tant point, tn relation to this person, is that Some years ago, I wrote a pamphlet in a he is not appointed to make the institution series which the Center for Safety Educa safe himself. He is to coordinate the efforts tion developed for the public schools en of all deportments, activities and personnel titled The School or a Center of Safety. in keeping themselves safe. What was said about the public school may be said with equal force about the college, the technical school, the school of engi neering. Safety is literally everybody's busines* and the beads of all the departmentalized activities, as well as the special and normal activities, must sec to it as a continuing and The college is a community, with a gov ernment, a staff, (faculty, administration, building and grounds supervision and main tenance), traffic movement, dining and cook ing facilities. The college has varied equip normal responsibility that persons under their control know the safe ways of per forming all their tasks and assignments. Safe practices must be taught as inseparable from the concept of true efficiency. ment, laboratories, shops, and many places A final important consideration is that, by of student assembly for both curricular and appointing a director of the safety program, extra curricular activities. the head of the institution should not fed Safety in this total environment and these numerous activities is as essential as in motoring, plant work, or doing anything else. Instead of dwelling on the many in adequacies which wc find at present in the colleges, let us consider certain suggestions as to programing related to the student's he has now "taken care of safety. One of the most potent and indispensable factors in successful accident prevention is the knowledge that the head of the enterprise is sincerely and actually interested, and maintains a posture of continuing leader ship. present experience and later industrial ex This risible leadership is worth a thousand perience. These suggestions are applicable directives. There is no less reason to view to an arts college; an engineering or tech the absence of such "top management'* lead nical school, an agricultural school, or ership in our colleges as a weakness than chemistry or physics courses, and praned- there is In industry. In fact, the strength ical education. of such industrial leadership can be dis 70 School and College Safely cussed when industrial representatives visit the institutions to speak to faculties and students. SAFETY COMMITTEE The most effective method of coordinating an institutionwide safety program, exempli fying both good institutional practice and good industrial practice, is to form a safety council (committee). The committee membership is easy to determine. Whoever is responsible for the safety of personnel, faculty, students, office, service and maintenance personnel including iindent representatives, should be on the committee If this would result in too large a committee, committees can be formed by departments and major activities, with a ynuller executive committee functioning at the top. However, as safety programing must be cuutfrrehentire, it Is much better to have one committee, so thae everyone can see the problems as a whole; can see where he fits in, and, moreover, tan make useful sugges tions from his own experience. ft is the major function of such a com mittee to oversee, through the specific acci dent prevention activities of its members, the complete safety program. Major General G. C. Stewart (U.S. Army Retired) stated in his paper, "Applying In dustrial Safety Practices in Colleges and Universities," given at the Fourth National Conference on Campus Safety, almost the complete list of activities for such a council. The list is practical and comprehensive. # The top levels of management, starting with the senior official, must be person ally determined to prevent aeddents-- make this determination evident by use of authority, support and personal par ticipation. There must be a qualified safety engineer (in institutions, where this is not prac ticable; such assistance may be had from insurance companies and industrial safety personnel) to direct the efforts of management and supervisors. There must be a delegation of authority and responsibility for safety at all levels of management and supervision. There must be safe places to work. # There must be every practicable safe- guard on the tools and machines em ployees use. There must be training in safe pro cedures. There must be enforcement of practices and methods established to prevent ac cidents. There must be accurate determination of conditions and acts that cause acci dents. 0 There must be developed a record of causes of aeddents to direct intelligently correction action. There must be a correction of conditions, attitudes, habits, and causes of accidents. The successful functioning of such a committee will be related directly to top leadership interest, definition of functions, and discharge of same. A suggested agenda for such a council meeting will suggest both the importance and the scope of its functions. * 1. Reading and approval of minutes. 2. Review of accident experience since the last meeting. Trend of accident ex perience and reasons therefor. 3. Review of outstanding recommenda tions (for corrective action) on which action is incomplete, and why. 4. Major accident investigations made since last meeting. The purpose is to show major hazards, reveal possible effects of such aeddents, and indicate the direction of corrective action. 3. Major inspections made; and conditions and actions rated. 6. Has any "safety" training been given? Is any needed? 7. What promotional activities have been carried on during the period? What is planned? Is attention given to pub lidring hazards in new activities, sea sonal hazards, recreational hazards, shop; laboratory, gym, swimming pool? 8. What new recommendations for greater safety are necessary? These may take the form of physical modifications, en gineering revision, guarding, new pro cedures. 9. New activities planned. Type and scope of cooperation needed from council members. 10. Appointment of individual council n 1957 National Safety Congress members, or committees to make studies of hazardous situations which need fun* damental study. 11. Any general relevant discussion. 12. Adjournment. THF INSTRUCTIONAL PROGRAM When discussing the instructional program which will keep the college community safe, and prepare its students for later expert* ences, certain fundamental viewpoints must be restated and reaffirmed. # The first is that we are dealing with a continuum of experience. The individual is an individual, doing certain thing*. If the college has been successful, for example, in developing an intelligent attitude towards the many things that people do, and has implanted the idea that there are standard methods by which we perform these various activities, more than half the battle is won. The second consideration is that courses should be related directly to present ex perience, while preparing insofar as is practicable, for the specifics of later experi ence. While it is true that experience Is continuous, it is also true that intelligence permits men to anticipate experiences which they have not had. Therefore, the eourse program can stress the elements common to both college and later industrial experience, and anticipate elements specific to subsequent industrial ex perience. To what extent this latter function can be discharged will depend upon the pres ence of elements in the college program which arc industrial in nature, and on in cluding in the college program, visiting lec turers from industry, slides, exhibits and demonstrations, which will enlarge under standing of the Industrial climate. THE GENERAL COLLEGE. ARTS AND SCIENCE Here, the most that may be hoped for is a course in general safety, a type of survey of the general accident areas. It may be possible also to include an optional course m driver education because of the immediate participation of all in traffic, and because of the dramatic and public nature of tills problem. This course Is designed to provide an overview of the field of accident prevention 72 in its several division*. mdostriaL traffic home and farm, public jtxhfcnu (other than motor vehicle) and recreation, and to show the role of safety cdonlins both broadly and specifically conceived a meeting the aeddent problem. A. The Philosophy and .dims of Accident Prevention Education and Practice 1. The nature of accident presonion and safety. 2. The significance of the aoodeoc prob lem. 3. Aspects of the problem of Importance to education. 4. Social values, moral imperatives, and self preservation. 5. Industrial and technological efficiency. 6. Socially desirable manpower utilize* tioo. H, Major Accident Areas and Problems 1. A brief history of the major accident divisions: industrial, traffic, transporta tion, public (accidents) and borne and farm. 2. Nature and extent of the problems to day in each of these major divisions. C Special Problems m Our Consideration of Accidents 1. Inadequate recognition of the depth of the problem. 2. Inadequate understanding of the nature of the accident and the preventabiHty of accidents. 3. Uneven emphasis on one or another of the major corrective measures. 4. Inadaquate evaluation of the role of education in meeting the problems of accidents. D. Accident Facts, Their Collection Analysis and Use 1. The nature of accident facts. 2. The value of accident facts. X Their collection: accident investigation, inspection, observation (sustained) of operations, job methods study, analysis of past accidents, and discussion with personnel. 4. The uses of accident facts. E. Accident Investigation 1.The purposes, methods and accident prevention. values of I I I School and College Safety 2. Inadequacies in accident prevention. 3. Desirable standards for investigation. 4. Illustrations from the major accident divisions. 5. Near mines, first-aid cases, injuries. 6. Analysis of investigation data. F. The Nature and Application of Corrective (Preventive) Measures, The "Hazard Through Tract." 1. Techniques: engineering revisfon per suasion, appeal, instruction, personnel adjustments and discipline. 2. nhutratieos of the application of dime methods to selected examples in hsdastry, traffic, transporarioo. and the home: G. The Major Corrective and Preventive Measures (Organisational) l.The nature and scope of the concept of organization to the aeddent problem. * The haplcmcntatioa of the safety pro gram through application of the tech niques of organization, with ghtsoatson from industry, traffic, recreation, sad farm H. fir L The Rote of Education in Meeting Accident Problems 1. FAvatitu to knowledge skills, atti tude*. 2. The significance of --tkrough(nt the edocatn* process, begnaag with the fine school year. 3. The pobfic schools primary, jtaacr high, high school, colleges and mtivertities. 4. The place of safety education a Ac curricula of colleges and universities. 5. Special university centers. a. Yale University--Bureau of High way Traffic. Traffic Engineering, h. Northwestern University. Traffic Institute. Enforcement, c. New York University. Center for Safety Education. 6. Educational progiims of special groups. a. Association of Casualty and Surety Companies. b. National Safety Council. c. Local Safety Councils. 7. Industry: types of training and educa tional programs in industry. J. A Survey of Leading Organisations Concerned with Accident Prevention Department of Labor National Safety Council National Commission on Safety Educa tion National lure Prevention Assoc, and National Board of lure Underwriters American Society of Safety Engineers American Museum of Safety Amerimn Industrial Hygiene Associa tion American Mutual Alliance American Automobile Association Association of Casualty and Surety Companies Presidential and Gubernatorial Con ferences K. Some Psychological Considerations Retoed to Accident Occurrence 1. The role of attitudes. * 2. The specific problems of: the aeddent repeater, "accident proaeness** and the chronic violator. X Rehabilitative education. Traffic court schools. 4. Rehabilitative education. Adult Train ing- L. The Evaluation of Safety Programs I. Establishing a check list for Apprais ing the efficiency and comprehensiveaess of safety programs, i Supplementary material r "Appraising the Qu*bty and General Effectiveness of the Safety Program." M. It N. A Survey of the Present Status and Future Outlook in the Accident Prevention Field 1. Industry. 2. Traffic. 3. Home 4. The' outlook for increased education participation. O. Examination. A third phase of the instructional pro gram has bees suggested, namely the inclusioQ of pertinent aspects of the aeddent problem in certain courses. This is essential ... and feasible. 73 19S7 National Safely Congress Here are some examples of accident pre vention areas which fend themselves for inclusion in various fields of study. Economics: effect of human loss on produc tion level, purchasing power, standard of living, "double losses" of accidents. Engineering: physical layouts of plants for maximum efficiency (safety); inplant traffic of men, goods and services; ventila tion, illumination, noise control, color dy namics, biomechanics (the relationship be tween man and machine) and others. Medicine: accident prevention may be con sidered a form of preventive medicine; the physician can advise parents on child protection as well as counsel his patients on activities during convalescence or while under mediation; moreover, he can be of invaluable aid in rehabilitation of the handicapped worker. Management: the values of a sound accident prevention program can be stressed and loss control can be developed as a major objective of management programs. The Sciences: relating individual capabilities to demands of various tasks, tolerance levels for individuals on various tasks, problems of selection and placement. Personnel Administration: a study of pre employment, hiring and past-employment practices designed to assure maximum effi ciency in selecting and placing workers, problems of employee morale and com munication. Education: the establishmat of training and re-training programs including the psy chology of learning and problems of mo tivation for various age groups. AGRICULTURAL TECHNICAL SCHOOLS la such schools, there are a number of interesting instructional possibilities. The first is the introduction of the broad survey course. The second option is the inclusion of a basic course in industrial safety pre senting the basic philosophy and methods of industrial accident prevention and applica tions made, through specific examples, to agricultural accident causes and controls, and industrial. In such schools, the same type of safety director, and safety organization should be included Particular attention should be paid to shops, laboratories and other hazardous 74 exposures. Regular inspection schedules should be established. Operating methods should be studied so that usual hazards in operations may be anticipated and controlled. The instructor should have the same re sponsibility for the safety of personnel, machines, equipment, layout, movement, han dling and storing of tools as an industrial supervisor or foreman. The aggregate safety experience of any mstitutioa will be the sum of the experience of the different units. Each teacher, super visor, shop or laboratory instructor must understand safety at a normal and insepara ble part of his responsibility. As far aa is possible, the types of condi tions, hazardous exposures and practices which students will face in work should be anticipated and discussed as part of the whole educational experience. Above all, the safe standards observed in educational institutions of any type should compare with the best industrial practice. THE ENGINEERING COLUGS Many institutional shops, laboratories and other exposures could serve best for the 5tudy of hazards, rather than for the study of safe practices. It is rather less than con vincing to enphasize safe practices and con* ditions in an unsafe climate. As a peculiar aspect of their work, agri cultural schools have a special opportunity to teach and further safety through some cooperative relationship with this country's largest adult education enterprise, the agri cultural extension service of the U.S. De partment of Agriculture. The engineering college has an unusual opportunity to qialify students for intelli gent participation in industrial safety. The qaestioa of precisely how safety instruction is to bc'handled in the curriculum is a com plicated one. If engineering students are to be qualified as safety directors, a much broader training than the basic engineering curriculum is suggested. Here are other suggestions: 1. A required course for all engineering students, preferably in one of the early years. Such a course has been devel oped (1W9) by the Committee on Cooperation with Engineering Colleges of the American Society of Safety Engineers. School and College Safety The course outline is as follows: Time Allotment a. Introduction to course............1 hour b. History of industrial safety.. 1 hour c. Accident costs ......................... 1 hour d. Appraisal of safety performance ..................... ....1 hour e. Circumstances of accidents... I hour f. Fundamentals of acddoit prevention ................................ 3 hours g. The physical plant ................. 2 hours h. Flan! inspection ............1 hour i- Job safety analysis ..........2 hoars j. Preventive maintenance as related to safety.................... 1.5 hours k. Handling and storing material ................................1.5hours Fire prevention l. Hand tools ...............................0i5 hours m. Low-vottage electrical hazards............................... .<L5 hours n. Machinery safeguarding........3 hours o. Health hazards ..............3 hours p. Personal protective equipment ............................... .1 hoar q. Employe* placement, training and education..................2 hours r. Sources of technical information ~ Such other courses as may be indi cated: industrial safety management; industrial safety directors and other full-time personnel: their training, re sponsibilities and duties. 3. Integration of safe practices in all appropriate courses. 4. A full-scale college (safety) council on the discovery and control of hazards in the entire plant and all its pans, in operating methods and job analyses, in teaching and student practices. 5. A systematic program of plant visits for observation, and, conversely, a series of special lectures by industrial saiety, and management personnel. The engineering student should, by the nature of his training, be a leader in indus trial safety. There arc specific activities which can condition the student for industrial experi ence. t. The similarities, i.e^ the basic common hazards and preventive measures, be tween the institution and the industry can be emphasized. Z The industrial-type activities of the institution can be discussed. 3. Classes can be taken to industries to study the methods of hazard detection and control. 4. Specialists in operating methods, where hazards are named and control methods indirated; specialists in accident pre vention procedures; industrial hygien ists ; in short, numerous "titles'* from industry can be brought in for special lectures. 5. Class assignments can take the form of studies of various phases of the indus trial safety program. What can be done in these directions is limited only by the imagination and in genuity of instructors, coordinators of safety, and institutional safety councils. Both basic and specific conditioning for industrial ex perience can be given the modem student All types of educational institutions and systems are being reminded constantly of their responsibilities. There is a constant drive from many quarters to push material into the schools. SAFETY COVERS ALi AREAS Accidents are in a very special category. A student may be of the caliber of a vale dictorian, yet if he flunks safety, all his ac complishment, all the expense of his train ing. ail his aspirations and his family's hopes are needlessly and tragically destroyed. The majority of men and women must work, and so this paper has dealt chiefly with conditioning the student for industrial experience. It could as well have dealt with traffic safety, home safety, recreational safety. Wc need the whole person safe whatever he may be doing. We cannot, in the deepest sense, departmentalize nfety. A safe swimmer may fail as a worker. A safe home dweller may fail as a driver. Of course, it is impossible to reproduce all these experiences in our colleges and universities. We can, however, and we should recognize the moral imperative which says that training a man's mind is only port of the total task of education. Training that mind in the methods of survival in a world filled with hazards, is of equal importance. No body--no mind. 75 1957 National Safety Congress When the colleges and universities recog* nize their responsibility for the efficient adaptation of well-trained minds and welldeveloped bodies to all the conditions which must be faced, and faced successfully, we will have progressed not atone in Industrial safety but in the total safety of ram and women. PROPOSED ASSE PROGRAM FOR COLLEGES AND UNIVERSITIES by FRED H TEMPLE chief safety engineer, Convair, Fort Worth, Tea* Safety education conditions our attitudes, interests, and motivates us to safe perform ance with good social results- For example, a courteous driver is the product of proper safety education. Secondly, safety training is a specific and limited function with known objectives. Through safety training we can, make a skillful driver. Safety education' may produce courteous drivers, but a cour teous, skillful driver must also have ade quate safety training. Safety education Is a process which be gins shortly after birth and continues through all of life. Her* are the objectives of safety mstructian and the major inSti- encing agencies of each arbitrary age group: OBJECTIVES Infancy to Age 6 Avoid pain, suffering, suffocatioo, falling, fire, water, other environmental hazards. Age 6 to 12 Traffic hazards, water safety. simple tools, poisons, sanitation. foods, heat, cold. Age 12 to IT Fire hazards, chemicals, impact. speed, power tools, life saving. introduction to vocational preparation, team work in fire. water rescue. Age 18 to 25 Formal vocational preparation. apprenticeship, special courses. Non-college "on the job** trained. Age 25 through adult life Economic and social value of safety conserving property, life, health, time; aid to others, sorial benefit for family group and the community. INFLUENCING AGENCIES Mother Father, members of family, neighbors. Family, school, organized groups sndi as Scouts, Camp Fire; Red Cross. Family, junior and senior high school, newspaper, magazine, protective agencies. Trade school, colleges, Industrial plants, commercial organirations, safety agencies. Organized nfety agencies, indnstrial organizations, commanity and state protective agestits, clubs, press and public opinion. 76 . The organized safety agencies include the National Safety Council prominent in ele mentary and secondary school education. The 6$ local chapters of the American So ciety of Safety Engineers also assist in their local areas. The principal concern here is with group 4. the college or young adult group, and what the American Society of Safety En gineers proposes for their training. The typical 1957 young adult has many charac teristic traits. Here are a few: t. Full of energy, can't wait. * 1 Likes to live about twice as fast as the clock turns. ,i. Knows more, been more places, seen more things. 1- Feels new freedom (not tied down by family). f, N'ot easily convinced by adults, f* Suspicious of advice by experienced. ` Is less secure and more emotional. A Enjoys limelight--sometimes seeks it poorly. '> Is leu aware or concerned about pub lic opinion. UX Often lets group control actions. The curriculum and physical plants of all colleges and universities are terrifically taxed, and likely to get worse. However, courses in safety education, industrial aca dent prevention and safety engineering are badly needed to prepare college graduates. COURSES FOR COLLEGE GROUP 1. Safety education for all students, prefer ably in the first two years of the cur riculum. L Fundamentals of accident prevention for all technical, engineering and science ma jors. This is in addition to specific safety training required in some courses. 3. A major la safety engineering should be available in more colleges for safety en gineering as a profession, or for the major in engineering or science who feels he needs further safety preparation in his field. SAFETY EDUCATION t. Present day college or university is big business. 2. Needs a safety organization within its own administration. School and College Safety 3. Needs the organized mechanics and means of evaluating its own safety performance. 4. Through participation, student, faculty and non-faculty employees can learn value and results of safety efforts. 5. The general course in safety education: A. The safety movement. 8. Causes of accidents. C. Developing safety attitudes. D. Using safeguards. E. Safety inspection. F. Accident reports and records. G- Fire prevention. H. First aid. !. Personal protective equipment. J. Safety in the community. ACCIDENT PREVENTION Basic industrial safety courses now being taught in the United States: 1. History of industrial safety. 2. Toll of accidents in the United States. 3. Circumstances surrounding accidents. 4. Fundamentals of accident prevention. 5. Accident analysis. 6. Job safety analysis. 7. Safety inspections. 9. The mechanical-physical hazard. 9. Mechanical safeguards. 10. Health hazards. 11. Personal protective equipment. 12. Safe use of hand tools. 13. Material handling. 14. Employee placement, training and edu cation for safety. 15. Appraisal of safety performance. COURSES FOR SAFETY ENGINEER !. Basic industrial safety (industrial acci dent control). 2. Industrial safety engineering. 3. Industrial fire prevention. 4. Design of industrial safety program. 5. Engineering control of health hazards. 6. Design of machine safeguards. 7. Industrial safety standards. 8. Safety administration. 9. Casualty and liability insurance for in dustry. 10. Research problems in safety engineering. A recent survey of the National Safety Council Indicates 54 colleges and universt- 77 1957 National Safety Congress ties teach industrial accident prevention and safety engineering. Many other colleges and universities have a safety course in their curriculum. At least twice this number teach some form of safety education. Some emphasize specific areas such as first aid. Of the oolteges and diversities in the sur vey, nine offer degrees with a major in safety engineering. The degree is usually in the industrial engineering or mcchanial engineering school Our 6^500 professional safety engineers in the United States behove: First, a basic course in accident preven tion should be in all colleges and university curricula, particularly those having sciences engineering or other technical fields of in struction. An insight into industrial safety wit] aid in getting safer toots, machines, vchide*, homes, schools, commercial plants and highways in America. Secondly, such a course will significantly increase the safe use of all the good things in America in this age of abundance. AH students, faculty and non-faculty mem bers should have an active interest in acci dent prevention in their local plants and their campus safety problems. There should be available at least one course in safety education for all students, and for our tech nical. engineering and science students, a basic industrial uftty course Finally, a major ia safety engineering should be avail able in a limited number of colleges for professional preparation.A WHAT ARE THE STANDARDS FOR OFF-CAMPUS HOUSING? fcy wiuiam x Hommo Sanitarian, Environmental Health OtpL, Health Service, University of Michigan. Ana Arbor. Midi. Prot'ems m studcit herring have existed since the first iasritnaans ci fngber educa tion. In same instaners proacaivcseM in residential colleges approaches the !m) of parental solicitude. By the same lohm seadent housing has also been the object of complete disregard. Today, large earoOmems. high ooaetractioa costs and the mcneascd desire of stadents to select their owa housing have made it unpractical to boose all students in mmversity residence halls. THs ODderliaes the importance of off-mxapu* stndm bousing. Such housing will rrmam as integral part of the college community. However oar so ciety will not tolerate a disregard of the social, health and safety aapfieaiions of this mode of housing. Student housing should provide an emirunraent is which the student will not merely survive his four years of coQege but will thrive physically, morally and feweOecaalty. In other words, a sound student hearing pro 78 gram is necessary. The components of such a structure are may, but its cornerstone is it;oog health and safety standards. SURVEY TAKEN The Eniu'ucuacntal Health Depa.-tment of the University of Michigan Health Service tooght information oq health and safety ecaodard* from several national agencies and assocasiana. Among other responses was a frqam by the .American College Health A'lodaricn and the School and College di virion of da National Safety Council to this infonoatioa with standards used by other colleges and universities. The fol lowing are brief comments from the survey. These are not to set precedent nor to judge what standard is correct, but rather to orgariae the mformatioa and stimulate imerese ia this field of college community life. Survey data in this report were obtained from 39 iiiitnily and college housing ad- auaistnton^ environmental health. School and College Safety housing and safety officials. Also utilized was information from the American Medical As sociation, the Michigan Housing Law, the National Fire Protection Association "Build ing Exits Code," the National Safety Coun cil, the New York State Building Code, and the Proposed Housing Ordinance of the .American Public Health Association. No law, code or ordinance reviewed spe cifically stipulated all the safety items listed in the questionnaire. In several codes and ordinances requirements were implied, and some referred to other codes that covered the item thoroughly. Few states have a housing law, and there for* only a small pcrccnog* of schools have the benefit of such a tool. State building codes are prevalent, but mostly relate to new construction. The value of building codes en off-campus housing is decreased because roost of this bousing is in older homes. The standards utilized by the majority of the schools are a combination of state build ing codes, city housing ordinances and uni versity or college standards. When the hous ing standards are of university origin only, they are not actively enforced. However, when they are a combination of state or city codes and college standards there is active enforcement Less than one-third of the in stitutions reported active housing prognms, but several will be Initiated in the near future. STRUCTURAL REQUIREMENTS For the purposes of this report problems of building locution, availability of fire pro tection and related factors are ignored. Wooden structures are usually restricted to three stories high and about 50 per cent of the schools are striving to use fire walls and fire resistant materials. Little attention, however, is given to the location of garages relative to the house. In most cases if the garage location was considered they were permitted to be attached, often without a fire wall required. Wiring in compliance with the National Electrical Code is required by about 50 per coit of the institutions. In most instances if complying with the Code is oot specified there is no wiring requirement. A small percentage of the schools do require ooc convenience outlet plus one overhead light in each room. A few institutions specify the number of required convenience outlets as a function of the area of the room. Electrical wiring warrants strong consideration for safety due to the tremendous load from the many elec trical appliances used by students. Less than one-third of the universities have minimum lighting standards for the various areas of buildings. BASEMENTS ANO CELLARS Requirements for both basements (50 per cent above the outside ground level) and cellars (50 per cent below the outsid* ground level) are much the same. Most of the in stitutions recognise the potential fir* hazards in these areas, and specify safeguards. They also agree however, that study and recrea tion should be permitted in basements and cellars. More than half of the standards permit sleeping in basements and about one-third permit ie in cellars. As a rule if sleeping is permitted in basements or cellars, two inde pendent means of egress are required. A high per cent of the institutions specify two independent means of egress from each floor. Safety features of these means of egress however take many different patterns. Less than 50 per cent of the schools require lighting on inside stairway's, varying between five and 10 foot candles. There is also disa greement whether or not inside stairways should b* adosed, and if so at what door levels. Only a very small per cent require the undersides of staircases to be covered with fire resistant materials. Three-fourths of the returned question naires said outside fire escapes are required, mostly the metal stair. Next most popular Is (he vertical metal ladder. Wooden outside stairs, wooden ladders and ropes are per mitted to some extent Only a small per cent require fire towers, however, no distinc tion was made between new and old con struction. FIRE PROTECTION DEVICES Fire warning devices are required by less than one-third of the institutions, and few require the automatic type. All institutions require fire extinguishers at least one for each floor with several schools specifying additional ones for the kitchen and furnace rooms. For the most part, problems in- 79 IQ57 National Safety Congress volved with the use of cubes tetrachloride extinguishers are recognized, and most pro hibit ruch extinguishers. Fire drills are required in less than onefourth of the standards and less than 10 per cent require the presence of the lire chief or representative at fire drills. A definite space requirement for each in dividual student is specified in most stand ards, ranging widely in the amount of space required. Few of the standards establish a specific distance requirement between bunks, single or double. The safety problems from the students use of his roots as a study, living and sleeping room and perhaps even as a laboratory need investigation. Although a high per cent of questionnaires indicated that special storage areas for com bustible materials are required, few specify that these areas be fire resistant. Require ments for storing poisons and dangerous toots have been neglected. MARRIED STUDENT HOUSING Answers received from the few questions allocated to married students' housing indi cated that consideration of safety is neces sary in this field. In indicating whether a provision was felt essentia), desirable, or not desirable for in clusion in a housing standard, opinions were mixed. Desirable was checked twice as often as essential. These opinions indicate a degree of enthusiasm for the importance of the item Most respondants feel these safet) provisions arc necessary in off-campus hous ing standards. A student spends more time in his room than any other place while at school. His room is his home, his study and work area. Our safety standards, actively enforced, can protect him physically and educate this fu ture community leader to the importance of health and safety is himiriag A RECOMMENDED OFF-CAMPUS FIRE PROTECTION PROCEDURES by FRANCIS J. 9UINLAN fire inspector, Cornell University, Ithree, N. y. To dwell under the same roof with others lias always been economical and has become widespread, both as a transient and per manent mode of living. But with the bene fits of economy, we must have certain as surances of safety. There must be sufficient light, ventilation and sanitary facilities to safeguard our health. Even more important are the precautions to minimize hoards of fire. Therefore; the most important elements which determine the desirability of an offcampus property are those which involve the personal afety of theoceupant Eads spring 2,000 Cornell men must find H\nng accomodations in private rooming houses. Many men are prior off-campus residents and merely recoetract for their rooms. However, approximately 150 fresh men and 1.000 upperclassmen in dormitories mut. with little or no experience with off- 80 campus housing, seek such accomodations annually. The ertr increasing number of married students, both graduate and under-graduate, many new to the community, find them selves with a similar problem in apartment house hunting. This' situation has led the university to maintain contact with off-campus housing through establishment of the administration of housing policy, as the responsibility of the Off-Campus division of residential halls. The responsibility for the program concerned with fire and safety has been delegated to the safety division. INSPECTION PROGRAM Our inspection program started on a limited scope m the early 1950's and our first objective was to cover a number of School and College Safety the larger rooming houses in an area adja cent to the campus called `'Collegetowa.** Due to limited time and personnel, it was possible to inspect only 68 dwellings. Each succeeding year the number of inspections has increased and at the present time we The inspectors have proper identification and most important, are neat, courteous and prompt when malting the inspection. Many conditions can be corrected while making the inspection--if a little time is spent explain ing the hazards. It is not a good policy to cover not only rooming bouses, but apart make statements on the possible rating of ment houses, as well as single family units. the building at this time. After the inspec Our most recent inspection program began tions, we go over the forms for corrections, in April of 1956 and to date has covered additions, or deletions. Only then are the more than 1,000 dwellings not inspected ratings attached to the form. Here is our previously. Even with this greatly expanded rating system: program, we covered only Ithaas proper and the areas adjacent to the city. Preceding our initial inspection of every private dwelling; unless it is an immediate family dwelling, an explanatory letter is sent by the Off-Campus housing division to every owner, tenant, or lessee. This letter states the reason and purposeof our proposed inspection and also encloses a small mimeo A--Designates approval by both divisions and immediate listing. A Qualified--Partial approval by both diviaioas bat no listing, until minor hazardous conditions have been cor rected. A re-inspection is usually held in 30 days and if corrections have been made, an A listing is given. graphed form to be filled out and returned. This form gives the owner, tenant; or lessee aa option whether or not they desire to be inspected, and if so, their preferred tune and date. This formality absolves the university of any liability during the actual inspection. If the person fails to return the form, or states they do not desire inspection, the dwelling is removed from the housing list and Is oot re-listed until they are in B--Designates disapproval and no listing given. Buildings In this category do not have two means of egress`from the third floor, have poor housekeep ing, major electrical hazards, or are structurally unsound. The only time a B listing is re-inspected is by request of the owner subsequent to all cor rections. They too, are then listed as A. spected. The off-campus bousing division maintains QUESTIONNAIRE FORMS The returned forms are surveyed by both divisions with regard to location, preferred time and date of Inspection. A more ade quate inspection can be made if experienced inspectors from both divisions operate as a team, and if the maximum number of in spections per day does not exceed 12 units. The preliminaries completed, the inspectors can now begin operations. We use a singte page mimeographed fire inspection report sheet to compile the information. The fol an up-to-date approved list in the office of residential halls and a mimeographed copy of the list is mailed to all incoming upper classmen and graduate students by the Ad missions office. It is stiff permissible for students to live in buildings not inspected and approved but two serious fires in off-campus apartment Houses not inspected may help to correct this condition. It was fortunate that no lives were lost in either fire and I would like to describe briefly the most serious one. lowing eight major items arc covered: 1. Construction 2. Occupancy 3. Egress facilities OF*CAMFUS FIRE A number of years ago a small frame hotel, just beyond the incorporated city limits, was converted into a six unit apart 4. Inside protection ment house. On April 29th at 11:30 a.m. 5. Light and power 6. Housekeeping 7. Heating system a student occupant in a second floor apart ment smelled smoke and found the hallway heavily charged with smoke. He only had tine to call the fire department and evacuate S. Observations and recommendations the building. SI 19ST National Safety Congress The fire department was confronted by an intense interior fire, propagated through* out the building, and could do little but protect the surrounding property. The build ing and contents were a total loss and the gutted shell was tom down. Investigation diowed that the owner had failed to provide even the mihimum fire or safety standards, and had allowed inadequate wiring to be come heavily overloaded, which had finally caused the fire I dread to think of what might have resulted if this were only 12 hours later. The fire and safety program in all of Cornell's fraternities, sororities, associations, and cooperatives has been the responsibility of the safety division for the past 10 years. Each September, we mail to each house two copies of our fire service contract, which the house president signs and returns to our office; The cost of the contract varies for each bouse, and U based on the maitber and type of fire extinguishes which our fire service men service and recharge. In addition to servicing first aid fire ap pliances, we provide the house with fire pre vention literature; eondoct fire drills when requested, advise on plans for new construc tion or remodeling, and inspect the building in the fall and again in the spring each year. We always follow-up on the correc tion of a hazardous condition. Our fall inspections usually begin about the first of October, and again, we use a single page mimeographed fire inspection report designed especially for this type of building. We cover not only the eight major items for off-campus housing, but also vertical and horizontal openings, fire prevention activities, fire drills, and others. Whenever possible an officer of the fra ternity and the head resident of each soror ity accompanies us while w make the inspection. PERSONAL CONTACT SUCCESSFUL This presents the opportunity to discuss, first hand, any hazards. We have found that the correction of most hazards is much faster when explained to a responsible per* son. Upon completion of inspection, the forms are returned to the office and are checked similarly to those of off-campus housing. Copies of the completed form are sent to the house, to the Inter-Fratcmitv council, Pan-Hellenic council, and the Alumni advisors. The inspection conducted in the spring is practically the same except it is more of a follow-up. Buildings on or off-campus occupied as dormitory units are inspected monthly. Wc are still "!"; changes and alterations to comply with the State of Hew York Mul tiple Residence Law. We work very closely with the local authorities, especially the building commissioner who has the final jurisdiction on the compliance of that law. A look into the future ts still not a happy one. The inspection program is a never ending problem, but this is no time to sit boric arid rest on our laurels. At almost every college and university in America, thousands of new students will have to live off-campus, and every effort must be made to have safe housing for them^Aa SCHOOL RESPONSIBILITIES FOR SKI SAFETY by WILLIAM IL JUDD director. National Ski Patrol System, Denver, Colo. A public address system echoes across the crisp mountain air: "Patrol on Trait t. Patrol on Trail 8!** Seconds later, skiers wearing bright rust-colored parkas and a badge with a blue triangle and orange cross, grab the handles of an unusual-looking to* 82 boggan. swish downhill and bait near a prone figure cnvnpted in the sdow. In less than one minute; the patrolmen have their skis off, and quickly but carefully gramme the crumpled figure. Then they unstrap first aid belts from their waist and less than 10 School and College Safety minutes later renew their downhill run, this time cautious and bump-avoiding as the toboggan bears precious cargo I This scene is repoted several thousand times m more than 350 sM areas in the United States; Alaska, and Southern Euro pean U. S. Army Command each winter. For within these geographical limits the Ski Patrol, officially known as the national Ski Patrol System, operates. The slogan of this group of 5,000 professional and voluntary, men and women is "Service and Safety." The first concern of the M.SP.S. is to evaluate the size of the ski safety problem Therefore, it is necessary to establish acci dent rates. Each ski ana reports its acci dents and the number of rider man-days for the season ("rider man-days'* are the num ber of skiers using the area during the season). Generally, the magnitude of area use is important in analyzing safety prob lems. Therefore; with the man-day as a base, the areas were grouped and their ac cident rates per 1,000 riders computed. Rates are indicated below each area grouping; these figures are the number of accidents expected per 1,000 skiers on the slope. ACCIDENT RATES ANADQXD The lowest rate occurs at the areas hav ing more than 100,000 man-days. The large areas generally have well-maintained chair lifts, excellent ski schools, well-manicured slopes (free of rocks and stumps and often planted in grass), voluntary and professional rid patrols well-supplied with equipment, and their skier population generally stays two or more days at a time. The intermediate areas may have simitar facilities but depend on voluntary patrols only on weekends. Finally, the ski business being what it often is, these areas must hold expenses to a minimum. This means use of modest coat ski lifts such as T-bars, pomas, or ropes. Here there's a potential hazard because (t) these move great numbers of skiers rapidly, and are built close to the snow and (2) the rider can obtain more uphill rides and acqttires more muscle fatigue from the fre quent downhill rant. Because manicuring dopes is expensive, these smaller areas may manicure at inadequate intervals, and, to cut the payroll, the size of the operating staff say be below safety standards. In addl- (ion, the majority of riders at these area* arc there only for one or two days and therefore in poorer physical condition. Abo, (he lack of sufficient downhill facilities may result in over-crowded conditions oo the slope. These reasons cause the relatively high accident rate of M per 1,000 stders for the snail area. THE VICTIM IN SKI ACCIDENTS Age. Our crumpled body could be a boy or girl although records slightly favor the male sex. This boy is between 10 and 17 years old--with odds being closer to 17. However, the results from sampling about 7,000 average skiers showed an average age m the middle to late twenty's. Therefore, there is a higher percentage of accidents In teen-age groups than in the majority age group on the hUL Experience. Usually it is the skier's first winter on skis. Probably, he had sldjd six or eight times and was just beginning to consider himself a member of the I960 Olympics! If accident statistics had been available to him sooner, he probably would have realised that skiing is not as easy as it seems. Another accident-prevention lore ts that lessons from qualified instructors reduce his chances for injury. However, the beginner leads the accident ratings by only a slight margin. Nudging him for first place is the skier with at least two full seasons of experience and several ski lessons. We expect the beginner to be more accident-prone, but why are a higher and higher percentage of injuries occurring to the experienced skier? A tenta tive answer; "Too much confidence in his ability, and too little safety knowledge." But. there are other contributing factors to the problem. Equipment. Proper equipment is essential to the skier's safety and his proper enjoy ment of the sport Of most concern is the contraption tnat keeps the rids os the skier's boots, a "binding.'*' Equipment manufacturers have developed various types of bindings with safety valves that release when the pressure gets too high and before the pres sure is transferred to a leg bone; Because it is not foolproof, this type is correctly termed a "release" type binding, or sometimes erroneously and disastrously referred to as a "safety" binding; A con- 83 1957 National Safety Conorut siderably lower percentage of accidents oc release from the binding in the fall, the oi- cur to skiers wearing release-type bindings. tire body weight pulls against the skis One binding termed "long thongs" de serves its own niche in the hall of acci dents. This was developed primarily for axnpetitors'to fix the ski firmly to the boot; the rigid connection provides the split sec ond control of the ski for high speeds, or hairline control required in the intricate weaving of a slalom. The recreational skier, in an attonpt to emulate his idols, ignores firmly held in the snow. This pull is focused in the legs where most flexibility is at the ankles; the ankle joints will bend until the stretching or tensile strength of the liga ments or tendons is overcome by the pull. If this pull is so severe or in such an awkward direction that both the ligaments and the bones arc overdressed almost simul taneously, then a fracture will occur. the fact that he lacks the physical condition Secondly. IJ per cent are impaled on their and the ability of the competitor. When own ria pole. This often could be avoided he falls the. "long thongs" keep his boots-- by proper pole length, holding the pole and feet--firmly implanted in his skis, and strap loosely so the pole flics free in a the Ski Patrol uses more first aid supplies. fall, or if the pole points were blunted and The conventional binding, while not quite as "binding" as "long thongs," does a pretty good job as far as the manufacturers of planter are concerned! Incidentally, the ski boot fit is of prime importance also in ac slightly bent The Ski Patrol Manual, for example, points out that if the snow is so hard that sharp points an ski poles are re quired, then your skis should be replaced with ice skates! cident prevention. Too loose a fit results, Or. whax about our third largest category in tack of control of the skis. For ex of accidents, the 10 per cent that tried to ample, the skier may try to turn, but when determine whether their hide was tougher only the foot turns in the boot without a than the steel edge of their skis? This in resultant movement in the ski, an accident can result. TIMES OP SKI ACCIDENTS jury is increasing, and the reuens are mote evident. For one thing there is an everincreasing use of offset edges on rids. (An offset edge is a steel edge protruding on Most accidents occur about 3 p-m. when traffic is heaviest on the slope. At one time we thought that because most accidents oc curred in the late afternoon, fatigue was a major factor. But. considering traffic density and the short amount of time the average victim was on the slope, fatigue does not appear to be an important cause. In fact, records show the stder was on the dope less than an hour when he needed the Ski Patrol. In addition, the percentage of accidents actually decreases with an increase in time actually skied, so fatigue is not the cause. the outside of the boncan of the ria for better turning control.1 The increasing use of release-type bind ings has brought with it "flailing** skis. That is. when the ski comes loose in a fall, it flails the air and the skier before coming to rest The skier can reduce this 10 per cent rate if he adopts an "Artberg" strap, a long leather, strap wrapped snugly around the ski boot and the binding. When the binding releases, the std is kept dose to the foot to prevent the sharp edges from flailing around.. Unfortunately, many skiers wear a long and very loose strap or even a shoe Type of Injury. The first thing the Pa lace to connect their boots and binding. On * trolmcn examine -- providing there is no the other hand..some skiers feel: "If I can Mood on the snow or the skier's clothing-- just keep the ski far enough away from me. is the condition of the victim's legs. The it won't hurt me!" and do-not use any chances are nine out of 10 that a leg or strap. The only thing wrong here is that ankle was injured. Furthermore, he had a a loose ski sailing downhill about 40 mph 50-50 chance of having a sprained ligament. under its own power can be terribly damag These guesses were based mi logic as well ing for an unwary bystander! as statistics. After ail, what part of the body is under the most strain in riding? Another type of injury is in the 1.9 per cent "Miscellaneous" catchall. Several cases Secondly, what is most likely to give way of carbon monoxide poisoning have occurred first under the strain? If the boot does not in and near ski areas. Skiers, or more par 84 School and College Safety ticularly spectators, protect themselves from the dulled air by dosing all car windows and keeping the heater and motor running. Modem automobiles still leak carbon mon oxide. Eliminating this accident by educa tion is not difficult. CAUSES OF ACCIDENTS Patrolmen hear many complicated alibis. The victim says he caught as edge, or another skier appeared out of the blue and scared him, pr be hit a hole, or he hit a bump, or his tips crossed. Unfortunately, there are such things as practically unavoidable accidents. For ex ample. 3.6 per cent of these injuries result from rider-skier collisions. A capable skier may be coming down a slope, when a novice skier at high speed crashes into him! The remaining 4.4 per cent of this category were skier-object collisions involv ing stumps, rocks, or trees. If the object protruded above the snow, the rider can only blame himself for not avoiding it. Howner, if he hits a buried object under the snow, there may be some justification in blaming an area operator. Whether such an accident is unavoidable U questionable, lust as the motorist should drive cautiously on a strange highway, so should a skier proceed with caution in strange terrain. Another accident in the "preventable" category has to do with ski lifts. .Mi inex perienced skier should receive a little quick instruction before grabbing hold of a fastmoving rope. If the chair lift operator had kept his equipment up to lop safety stand ards, that chair or its .hanger cable would not have dropped several feet into the snow or rocks. Proper safety gates should be pro vided at the top of the rope or the T-bar to stop the skier. Skiers might not break legs if the opera tor smoothed out the tow track ruts so they would not catch a skier's binding. And then, there is the happy lad that jumps off a T-bar, swinging the bar high in the air. He skis safely away unconscious of the un conscious body ta the snow behind him-- (he rider riding the next T-h'r 'hat could not dock quickly enough. Lastly are those skiers ,ag tong wool or silk scarves or loose --iters when rid ing a rope tow, or cvc. T *iar. Capital pumsfamatt be inflicted 1 .lathing en twined is a fast-moving rone I SKI SAFETY EDUCATION The basic fundamentals of ski safety, and the results of a tack of safety are loiown. The student must correlate these two fac tors. However, one thing must continually be emphasized in any ski safety program. We must not destroy the student's confi dence. On the other Hand, we must not build up overconfidence. This factor of over confidence is of particular importance in sports of speeds 60 to 70 mph, and where nature does her share to throw in hazards. Sid safety education most concentrate on first aid instruction, physical conditioning, ski instruction, good equipment, survival training, and psychology. For many of you. meeting this problem for the first time, here are a few trail makers: - PHYSICAL CONDITIONING The physical exertion in skiing is as de manding on the human body as football, track, or any other strenuous outdoor sport The stresses and strains on the muscular system and the human bones in a high-speed spill, or even a slow fall, are almost un believable. The principle of the lever ex plains this; the skis arc firmly held ia the well-packed snow, whereas the body still moves forward with the same acceleration it had when the skis stopped. Good physical condition minimizes the results of such ac cidents, but it cuxnot eliminate them. Proper physical conditioning must be di rected toward three goals: strengthening muscles, tendons, and ligaments, quickening the reflexes and expanding lung power. As for any sport, body conditioning should be gin before the skiing season starts. During rid season, they should be continued if the skier is just a week-end stder. Daily repeti tion of these exercises is absolutely neces sary; ten minutes a day often is sufficient. Following are a few exerdses that also con be used os a guide for developing others: (1) Deep Jenee bends, (2) rising up and down on the ball of the foot, (3) placing the toes on a book laid on the floor and then rising up on the toes, (4) tong hikes interspersed with occasional jog ging or slow trotting, (5) attaching an in ner tube to the wail ami stretching it with the. hands or feet, (6) frequent swimming materially aids the tuns capacity although some ski coaches say it has a tendency to 85 !957 National Softly Congress weaken the ankle muscle*. The important thing is to strew daily repetition of these and similar exercises prior to the ski seasoo, and their continuation during the sea* son. Firjl Aid Instruction, As experiences in industry prove th* industrial aeddent rates are reduced if employees are trained in first aid, so in siding. First aid training maWa the Student aware of the consequences of an injury and ia lew apt to take chances. This training is a part of the curriculum of many schools. Where it is not, classes out side school can be assembled through the local American Red Crow chapter. SKIING INSTRUCTION Siding differs from some sports, in that a beginner needs a competent teacher be fore trying it The greater percentage oE skiers have not had competcot instruction. As a result, they never learn to sld prop erly and are always potential candidates for Ski Patrol service. At one time, skiers hod to learn by the "by guess and by gosh" method. Today, however, most ski arena have schools super vised by certified instructors. This certifi cation requires the candidate to pass rigid oral, written, and field examinations on his teaching and skiing ability. The cost of instruction is nominal. The Patrol often warns the novice that he can choose between ski lessons or an X-ray, as they both cost the same! The important thing is that the instructor be certified and that the lessons be continued. It also is important to stress that the novice should not learn fnxn his friend unless that friend happens to be a certified instructor. Lest "comfneraaUsm" rears ita ugly bead, it should be explained that certi fied tnstrweuon was instigated by your ski associations and ski patrol* m a safety measure; it is endorsed by the United States Forest Service who administers most of Our ski areas. For example; so ski school is permitted ou Forest Service tasd unless it is run by certified instructors. Ski instruc tion will permit greater enjoyment of a wonderful sport, and reduce the chances of an accident. Ability Analysis. We now ante to what is probably the most important single con- tribtiting factor to accident*. How do We teach the skier the limitations of hi* ability? He ha* to realize hi* limitation* from the first tune he puts on skis, right up through many years of lesson*, arid even into com petition. It is a {actor that all too often is under-emphasized. Unfortunately, because of the ease' hi malting haras many sld schoolsteach their students on packed slopes. The skier may learn the proper weight dis tribution and body movement for a turn on a packed slope, but, all too often when he attempts these in toft, deep, or crusty stow his turn conies to a disastrous conclusion. This analysis ability could be effective in a ski school. Forewarning can be given. The rioef must try his skill in all types of snow conditions and oa all slope gradients. An important adjunct is to teach the rider the limitations aad dangers inherent in certain terrain and climatic conditions. For example, m the early part of the season, the mow may be deep but without a firm base and the skis may break through and hit a hidden rode or stump. The expert, for instance, avoids sknng close to a tree trunk where mow has been cootinuously in the shadow; he knows that this mow may be extremely soft. On the maid slope Airing the day, the snow softens and offers tittle resistance to the skis. Bui by (ate afternoon, the surface begin* to freeze into hard ridges that mag ski edge*. These are factors learned by experience and the beginner should be cautious when skiing through strange terrain or in bad weather. In addition, 03 per cent of the accident* are caused by poor visibility. When It stem to mow hard or a fog settles over the slope, the overly enthusiastic rider refuses to give op, and trees, deep holes, or other riders, completely invisible because of a blizzard, become hazard*. <rFlat light" i* another dangerous visibility condition that often oc curs above tsnbertine. A complete overcast with a bright sun behind the clouds causes the mv surface to blend into the sky. Tints; it often is impossible to determine terrain contours. A rider may be thinking he is going downhill, bat unexpectedly rapidly rise uphill because a aaow bump appeared to be part of the ricy. This light condition is extremely dangerous and tbe skier should leave the slope tmajcdbrdy. 86 School md College Safely SELECTING SAFE SKI EQUIPMBTT Now die third important educa tional problem selecting proper rid equip- asst. The choke of equipment is controlled by cost, style, the rider's ability, the advice of but friends and the sporting goods sales man. The taoee important purchases arc ski*, boots, and bindings. There is an old but seemate saying that "the foot should fit the boots; the boots the bindots, and the bindings the skis.'* If this is complied with, the skier writ be enable to wiggle his ankle or his foot without also awing the same amoimt of movement in his sld. A loose boot or loose equipment means tack of con ned and a resulting aoodenL Soots. These should have a snug but not a tight St to avoid freezing the feet, a stiff sole that does not buckle when the biraSsg is tightened, a stiff toe to prevent constriction of the toes, and at least one pair of heavy wool sox worn when fitting the boots. Bindingt. The bindings should be a re- teneiyps onphasts must be gms Vo the bending adjustment. Adjust ment of a release-type binding should he done oofy by sm expert. Most of the 35.7 per emt accidents on release-type bindings were caused lww the vktim thought his binding was too loose; be proceeded to tighten it to moch that it could not release. A long and strong leather strap should connect the binding to the ski boot to prevent toss of die sld in a spall. The best stop is one that winds around the boot and the binding so that the rid will not flop around in the air wben released Skit. These must be selected according to the weight and bright of the usdsvvduil --the heavier the person, tb* longer the sld. The amount of flexibility win depend upon the use and the skier's ability. The be ginning rider needs a rid with medium stiff ness. Too modi flexibility causes control difficulties on a hard packed slope; too stiff a sld say be hard to handle in deep snow. Ski Poles. As far as accident prevention is concerned, a long pole is preferred. Too short a pole may jab into rider during a spill Too tong a pole may be too difficult to handle. A pole of proper length will readi front the ground to somewhere be tween a bond's width above the belt tine and the ana-pit The points oa ski poles should be blunted sad best slightly to reduce their abilitf to penetrate the body. The poles should be astde of a material such as cane; fiberglass, hollow metal that will bend rather than break if the skier falls oa them. Mite. Equipment. The remainder of the skier's equipment--clothing, goggles, hats, mittens will depend eu the weather condi tions in the area and his predilection for local fashions. Clothing should be selected on three boric principals: (1) an inner layer of absorbent material, (2) a center layer for insulation, and (3) an outer layer that offers wind protection, some water repeflency, and will not allow snow to adhere to it. To prevent perspiring and subsequent danger of freezing; it should be easily opened when the skier becomes too warm. SURVIVAL TRAINING Our final topic is to be taught only* by an expert It it vital to a skier who intends to do winter-mountaineering or touring, or in anyway get off the beaten path. As a matter of fact. It is important knowledge for anyone a snow country a the vrisle* time. First md most important is never travel alone ia the mountains or woods; stick to the rule of four. Then, if someone gets injured, one can stay with the injured per son and the other two can go hade for help. Secondly, aoyooe traveling zeroes country in the winter should have and be able to read a comp*** and a map. Third, whether rider or motorist, they should have a munmua) of first aid supplies, adequate clothing, some baric food rations, and know bow to build a fire and construct emergency shelters m the snow. In the high Bwiastain areas, a baric (mowledge of avalanche recognition is absolutely necessary. Modi of the de tailed knowledge on these subjects u given in the Ski Patrol Manual which can be a basis for brief courses on winter safety. Teaching Aidf. It probably it apparent by now that much of the material discussed ts a* technical as any course in algebra, geol ogy, or Fngtjri*- This pose* the question: "Where can the teacher acquire the neces sary knowledge for proper safety instruc tion?" There are many aids at his dis posal. For example, members of local ala 87 1957 National Safety Congress patrols and certified ski Instructors volun teer thdr time as lecturers. American Red Cross chapters provide first aid instruction. Members of local ski dubs encourage begin ners. Finally, there are such written ma terials as the Ski Patrol hfanual, safety posters, l^SFS Avalanche Training Hand book, various mountaineering handbooks and many books on siding. Sid movies available with little or no charge show die beginner the advantages of proper training. The services of a divisional ski association, the National Ski Association, and the National Sid Patrol System always are available for the promotion of ski safety. As was previously emphasized, the ski safety campaign is practically a year-round job. Physical conditioning should start in the summer and the "book learning" in the fall immediately prior to the season and continued from time to time thereafter. This training often can be condoned with the advanced course in Red Cross First Aid One point recently considered the most important contributing factor to ski acci dents is '`Overconfidence." Whereas the skier must develop confidence, he must not be taught to be so confident that he thinks he can do anything. The one that thinks he can do anything, often does, much to the benefit of local orthopedists. X-ray technicians, and hospitals.^ MAKING STUDENT ACCIDENT RECORDS WORK by NORMAN V. STORE assistant director. Dept, of Public Safety, Michigan State University, East Lansing, Mich.; chairman, Committee for Standard Accident Reporting in Colleges & Universities, N. S. C. Most colleges and universities do not pre pare reports of student accidents. The few who do report student accidents depend on their college hospital or health service for the reports on student accidents, a practice which is not universally satisfactory. The question might be asked, should aa effort be made to obtain reports of student accidents is colleges and universities? For three reasons 1 believe the answer should be yes. First, records can furnish coocretc proof that a real problem exists. Second, accident records can determine the frequency and severity of student acci dents to show progress of safety programs within an institution or to compare with accident rates at other institutions. Third, records can provide necessary in formation for a planned safety program. Accident records are the foundation of a scientific approach to accident prevention. Student accident reporta to demonstrate the magnitude of the problem could be fairly simple and relatively brief. Brief student accident report forms can be obtained most readily through the cooperation of the medi cal and nursing staff of the hospital or health service at your college or university. If you can obtain the assistance of your institution's student health service in obtain ing simple reports of student accidents, you have takes a targe first step toward aa intelligent prevention program and a safer campus for your students. EVALUATE STUDENT EXPOSURE Determination of student accident rates for comparison with other universities is a problem considered by the committee for standard accident reporting in colleges and universities. John Hill, Director of Work men's Compensation Insurance for the Texas A fit M College system, outlined the problem as foilows: "To determine an accident frequency and severity rate for students in their pursuance of academic studies, it is recommended that we establish a uniform exposure procedure. School and College Safety This exposure will necessarily require con sideration of the total number of students enrolled in the institution. "Provision should be made to evaluate stu dent exposure on the following basis: A. Students residing in dormitories on the campus B. Students residing in approved offnaipB housing C. Day students wbo commute to the rimpui D. Part-time students (those registered for leas than a normal semester or term load) "Exposure for students must consider the total nanter of full-time students enrolled. This will mean converting part-time students into full-tame. It must alio consider total credit boors or seawater hours for the basis of arriving at a full-tune student. Suggested formulas for computing frequency and se verity rats for students are as follows: Student frequency rate is the number of aeridocs resulting in a student's being absent from class for 1,000 full-time students enrolled. la determining a full-tune student, it is rwmnmradcd that we consider 30 se mester boors or 45 term hours for one full-time stodoit year. For this we can detesuaue the total full-time students registered for 12 months period in our institution. Student severity rate is the number of academic days lost by students who an unable to attend because of injury per 1,000 fnS-time students enrolled. In determining student days fix' severity, it shall mean a student's bring disabled from attending class for one full day. Student frequency-- Disabling injuries x IfiOO Total full-time students enrolled Student severity^ Full days missed from class x IjOOtf Total full-time students enrolled Further details as to what constitutes a <fisabftag aojtwy and a full day missed from dam oust be considered.'* John Morris, safety coordinator at the University of Illinois, suggested that days in the hospital per 1,000 students would be a significant figure readily determined, and that student accident rates not be based on classes missed. He said that days missed from dass due to injury would be difficult to find, and further, that students will be going to class with disabilities which would not permit them to work at any job, such as the intrepid skiers who carry a fractured arm or leg to dass for weeks. DISCUSS ACdOBfT REPORTING Within reasonable limitations on man power available for accident investigations, and the amount of responsibility which col lege students accept voluntarily. '' re may be possibilities of getting the injured student to fid out his own accident report. Although we have not gotten off the ground at Michigan State University on a student accident reporting system, our public safety department has held a meeting with a dozen student leaders and received a number of suggestions on ways in which reporting student accidents by students could be implemented. The suggestions were (1) to explain the reasons for student accident reporting at registration time as a part of the registra tion process and (2) to use various other means of soliciting cooperation of the stu dents. It was suggested that a simple, card stock, check-type accident report form which could be key poached for sorting and analy sis, be developed. This could be sent to the safety department through campus mail with no postage required ( It was suggested that copies of the student accident report forms could be available to Students waiting for treatment in the college hospital, dormitories, fraternities and sorori ties, and to umpires at intramural soft ball games. The student leaders accepted fairly readily the idea of reporting all accidents to students regardless oi whether they occurred on or off campus or during or after instruc tion periods. Thelma Reed, chairman of the Standard Student Accident Committee, gave the rea sons for colleges* and universities' gather ing information oa injuries occurring to students while they are not in school. In her article "Using Student Accident Re- 89 1957 National Safety Congress ports" tn the Jammy, 1957 issue of Safety Education magazine, Thelma Reed said "if the school administration is to have com plete information on which to hose its safety effort, information on student accident ex perience cannot be limited to those injuries resulting from participation in the school's program." Thelma Reed's observation ap plies equally well to colleges and universities. I hope that within the next year Michigan State University will be able to try out some suggestions of the student leaders to determine the type of form, bow the form stands up in handling, and what kind of cooperation to expect from the students. I would like to encourage other colleges and universities which might be interested in a similar program to go ahead so we can com pare results and see if we can develop re commendations from our mutual experience. EMPLOYEE ACCIOENT RECORDS Most colleges and universities report work injuries only in the detail required for the State Workmen's Compensation Commission, Most colleges and universities do not analyse their employees' accidents for prevention programs, (n addition, most colleges and universities don't know how their accident experience compares with other colleges or universities or with comparable industries. Colleges and universities could compare employee accident rates both within depart ments and with other institutions by deter mining their frequency and severity rates. In most cases you can be guided in deter mining the frequency and severity rates for your institution through the use of Ameri can Standards bulletin Z16.1 entitled "Re cording and Measuring Work Injury Ex perience." The standard method, briefly, is to deter mine bow many lost-time injuries occur for a given number of man hours worked and the total number of days lost for the number of man hoars worked. These rates are expressed as a certain frequency or severity per 1,000 man hours. DETERMINE FREQUENCY If you decide to try to calculate the fre quency and severity rates for your institu tion, you may encounter one problem that we did at Michigan State University. The number of man Hours of exposure in indus try is commonly determined by adding the total number of hours worked by the men employed by the plant. Our University Business Office informed me that because of our payroll set-up, it would be difficult and tune consuming for the Business Office to determine the number of man hours of exposure. At the present time, we are considering an approximation of the mao hours of exposure by dividing the payroll expenditures in dollars calculated by the Business Office by the average hourly rates determined by the Personnel Office. After you determine the frequency and severity rates for your institution and decide that you must do something about safety, the next question is, what should you do? \ haphazard safety program is costly and liable to be ineffective. You need accident records. If you set up a separate form for report ing accidents to your newly organized safety department and possibly evaa a different procedure than is used for reporting work injuries to your business office, you will have the business office and everyone of the operating departments hopping all over you. You can achieve reporting of the information you want with the least frazzled tempers by working with your business office and operating departments to amend the forms for the reporting of accidents which must be reported to the State Workmen's Compensation Commission to include addi tional appropriate questions and by extend ing the use of such forms to all employee accidents.^. 90 SAFETY IN DORMITORY LIVING by MAVIS HOLMIS dean of students. Southeast Missouri State College, Cape Girardeau, Mo. As important to a consideration of the values of safety and safety educatiou in college dormitories as the problems of acci dents and acadent prevention is the nature of the dormitory itself--the setting in which this education and safe living take place. What kind of living is done in a college dormitory? What arc its characteristics? What do we expect dormitory living to do for our students? What are the values inherait in dormitory living? How does the life of a college dormitory contrast with that of other types of living? To view dormitory problems or conditions in the same manner and with the nme perspective as other problem* is to over look entirely the distinctive features of dormitory life. In its atmosphere of relaxa tion, for example its informality, and its emphasis upon the personal needs of stu dents, it is completely foreign to the atmos phere a student faces elsewhere on the campus. When he attends classes, m student ac tivities. even in the relatively informal atmosphere of the college snack bar, the student is living with the public. He Is on guard, aware of has actions and their effect on others. But when be readies his dormi tory be has the feeling that he has come Home. He expects to relax, be careless in his habits and less watchful of their effects. As a matter of fact, he can even be less mature. Whereas an the campus he is an adult and acting as an adult, in the dormi tory he is likely to become the young adolescent be eras is his home For example, in a men's dormitory there would be a good deal of wrestling, fighting, and general Horseplay. Furniture may be knocked about, bed springs may give way and almost any tort of damage nay be done to the room or to the person. Although less vigorous, girls may occasionally indulge in the same ort of ting said accidents may result. TBNSION IN DORMS On the other side of the scale is the tension of donatory living which does not exist in a home situation. It is more diffi cult for dormitory residents to find privacy; they are living in large groups and almost never are they without people near them. Although it ts home; it is not quite home, and as a result students are living in an accident-producing tension. Dormitory living has other characteristics which make it unique in the educational setting As in a home in one single unit all features of living are combined. As a set ting for accidents and their prevention, we can not think in terms of a single type of accident The laboratory provides certain definite problsns with which certain pre ventive measures will be effective: The class room provides others. In a dormitory, however, all types of living are combined in one. Is the same dormitory, residents will be using bathing facilities; they will be studying and con gregating ia the same room; they may even be cooking with appliances connected in many devious ways. They will be visiting neighbors in adjoining corridors and travers ing tong halls which are bx themselves semi-public. They might even be carrying on athletic activities. AH of these activities win be carried on under ooe roof, and, therefore, prevention of accidents will have to take into account the faet that* all types of accidents may occur. We must be prepared for anything. We must even be prepared for the invasion from the outside. Thus, it is apparent that dormitory living ts not simple type of living. It offers the student opportunity for relaxation, but also presents problems which he does not have in other college situations. It presents him a home situation, but at the same time multiplies the tensions of a home and the number of its activities. HOUSING IS CROWDED Another factor to be considered in student housing situations is the nature of dormitory structures, tn the past, college and univer sity campuses have been able to provide 91 1957 National Safety Congress Irving amts of a relatively small site. It has beat assumed that a unit of 75 or not over 100 was highly desirable, and if possi ble, even a smaller unit was provided. Now it is quite evident that such units are not feasible. The greatly expanding enrollments make it impossible to spread our housing over the wide area necessary for these small units. Instead we are building higher and higher dormitories holding greater and greater numbers of students. As buildings become larger they intensify the problems of dormitory living. As size increases, monotony also increases; stand ardization of structure and procedure in crease. Many times, of course, that adds to the structural safety of a building, but for the resident of the dormitory the home like atmosphere of the small unit has gone and he is less of an individual as he lives there. Where safety education exists it must become more and more of an activity for the group rather than for the individual. Part of the understanding of the dormi tory setting also lies in the goals we seek for student housing. What do we expect dormitories to do for our students? Since we usually expend large sums of money to proride housing for students, we obviously consider it to have desirable values in their educational development Students are learnme to live in a community, one that is larger than their home, larger than their immediate home neighborhood. DORM LIFE-MATURING They arc developing a sense of responsi bility for their own actions and those of others. They are maturing, developing in dependence. This may come through a welt organized student program in the dormitory or it may be merely a part of the living process. In any event, the room, the cor ridor and entire dormitory become the set ting for the growth of the individual in responsibility and maturity. It is in the living situation that a student can see more closely the results of his actions, and can also practice his skill in cooperation with others. Here too, however, we must recognize a difference among dormitories. In some dormitories student responsibility may be very great and in others almost negligible. The manner in which his education is being gives must be considered before we can plan the type of educational program in safety or any other area successfully. In fact, this is implicit in all we hare said about the setting of the dormitory. The type of edu cation in any activity may vary from dormi tory to dormitory as welt as front campus to campus. What we do must fit the par ticular setting in which we operate Moreover, we may find ourselves con cerned not only with safety and safety education in donmiorics alone but extended throughout the campus into all types of Housing. In these days of crowded housing very few public-controlled institutions can afford the luxury of dormitory housing for all of their students. Increasingly they an forced into using off-campus Housing. Some institutions make these units an integral part of their housing program--arranging for frequent inspection and close supervi sion of the conditions under which students live. OFF-CAMPUS HOUSING Such a system is, in fact, so successfully operating at the University of Minnesota that off-campus living standards are nearly cquai those in college housing units. Here of course, safety education can be a very' real part of all housing units. In some of our units, however, where we are obliged to use any type of respectable housing available; we can carry oo only rudimentary safety education. All of this is a preface to the assumption that what we know of dormitories and dormitory living determines the type of accidents that will occur in a dormitory, the type of safety education necessary, and even the type that will be most effective. Pre face, Indeed. It is the very basis of every thing we can possibly say on the subject. Our next problem is to determine How to make the best use of this knowledge in the development of a safety program for college housing. Some years ago a committee of personnel administrators, member colleges of the AACTE made a study of safety practices in college dormitories. The committee had as its aim, "the development of educational techniques in the safety area, some experi mentation with those- techniques, and an evaluation of them to the end that they might serve as a basis for general use in 92 School and College Safety college programs of residence hall educa tion and counseling." The committee did not anticipate making a definitive contribution to the field of college safety education, but merely aimed "to develop additional possibilities for edu cation in this area, to exchange ideas, and to observe procedures critically, giving them enough practical use so that they could be evaluated." VARIETY OF PROGRAMS Actual experimoits in this area of educa tion were carried on in six colleges and they varied from embryonic attempts to publicize the need for such education and the damnation of fire hazards to some well developed programs tor the inculcation of desirable habits and attitudes in the area of safe tiring. The report oo this initial expendait indicated that regardless of the extent of the experiment they all had com mon features: They were planned and car ried out by student groups; they all in cluded on emphasis upon the problem of safety m the college plant as well as with education itself, and they all used some sort of check Gst to arouse in the dormitory resi dents a consciousness of their own practices ia the ana of safe living. A major factor evident in the final analy sis of the study is the tentative nature of its results. To fact, no final results In any direction were obtained. Experiments were all student satiated, directed, and evaluated, but the best methods by which such student participation and leadership could be secured for a continuing attempt at self-study and evaluation were not made evident. It was also apparent that in every one of the experiments the dormitory phase of it was a pert of the larger campus whole, and that in nearly every case the interest and leadership for the program lay outside the dormitory in some student group rep resenting the student body as a while. PROGRAM MUST CONTINUE The fact that most of these experiments were incomplete indicates. I believe; that any program which is to be successful must be contingent upon the use of a considerable length of time. It must be a developing prpgraaa conceived with the idea of con tinuance. Just as education in any of the desirable habits and attitudes necessary to successful dormitory tiring is a continuing process and as general education for safety is a continuing process, so will it be in the college dormitory. No single plan will be the only desirable one. Many will need to be tried and some discarded because of their unfitness for the surroundings. Each type of dormitory and campus and cadi student body will require a different approach. Here, then, is the setting. It is with this type of living and this background of ex perience and experimentation we have to work. To develop adequate safety measures in college housing, therefore, the plan we adopt must be variable, Sexibte, and unique. It must utilize every principle we have teamed about safety education elsewhere, and yet it most apply those principles to a unique situation characterized by problems not be foand in any other situations. CONSIDER PHYSICAL LAYOUT Before an educational program can be developed, however, some real consideration must be given to the physical plant--the actual plans for safety in the dormitory building itself and the maintenance of the completed building. Eire safety has been given a great deal of attention in building planning and certainly it has priority there. Perhaps tittle can or needs to be done to prepare against acddoits of another nature in building plans. Experience has shown, however, that glass in interior doors, for example, provides an opportunity for residents to injure them selves, that.shower stalls placed too near long halls have proved dangerous to those residents who ran quickly from them onto the smooth tile floors of corridors, that un marked shower knobs may provide a hazard, that loose light fixtures can cause accidents and that sharp-cornered funiture carries its own hazard. Many dormitory accidents could be pre vented by the removal of hazards that have no place in the structural phases of the building--hazards placed there by the care lessness of individuals. Spilled food on the dining room floor, slippery corridor floors, pooriy-wired appliances in dormitory rooms, loos* nigs, loose tight fixtures, stair treads that are worn, or stairs that are uncovered and worn and cooking or ironing facilities 93 1957 Xalional Safety Congress in use m dormitory room*--all these and many more are the result of the care or lack of it with which the dormitory main* tenaace staff and the residents treat the furnishings and fixtures of the dormitory. With proper forethought and attention these on be(eliminated in building plans or they can be cared for by proper atteition to maintenance. EDUCATE RESIDENTS ON SAFETY The crux of the problem of safety in this area, however, lies not primarily with struc tural considerations, but with the extent to which dormitory residents are made aware of their own responsibilities in maintaining safety--the extent to which attitudes, skills and knowledge are and can be developed which will lead to safe living within the dormitory. General principles of safety edu cation are of value here, but only when they are adapted to the peculiar nature of the dormitory. For example, developing altitudes that predispose the students to adjust properly to their environment is assuredly one of our goals. And in a college dormitory the primary attitude of respect for authority, both college and group authority, is our re sponsibility. But we must recognize first of all that in developing such an attitude we are dealing with an adolescent who is at the moment at the peak of rebellion against that authority. The rebellion may and often does alter nate with a recognition of his great need for a source of authority, and the resulting uncertainty gives an emotional quality to this whole problem that needs to be taken into consideration in developing a sense of responsibility for authority. Rebels there will be--rebels to flaunt authority, and be cause so many of them tire together, the rebels will have followers. Petty rules may be disobeyed merely for the sake of rebel lion. Reckless acts may be the next step. ''Panty raids, though in themselves no acci dent, can and do cause serious injury. EMOTIONAL RELEASES HAZARD Unrestrained emotion can cause accidents and dormitories are full of examples of that type of action--the endless scuffling that freshmen--and often sophomore--men en gage in even though they are aware of the disapproval of house directors and their own contemporaries, and are only too ex perienced in the damage caused--the initia tions both men and women carry on in their dormitories usually held under cir cumstances which include every sort of hazard--darkness, stacked rooms and blind folds. True, any formal programs of this sort have probably disappeared from nearly every campus In the country, but occasionally in a reckless mood studoits can and do carry out some of their features informally. Hence to develop attitudes of responsibility, respect for the rights of others, adjustment to the needs of the group--attitudes which will be conducive to safe living--we must be constantly aware of adolescent attitudes toward authority and heightened sensitivity provided by the group in which he lives. Developing skills in safe Irving is also a function of nfety education. General habits that alert the student to hazards and protect him against theta and against all maimer of circumstances are a part of his educa tional equipment and must be our responsi bility in the best dormitory living. Students who, at home, took for granted habits lead ing to safe living now need to be taught to devri'-p those habits in the group. Appliances used in common need to be checked, for example, before using at home, one could be reasonably sure they were put away in good order. One's own appliances and tight bulbs need to be used with care. One needs to use care in one's personal habits so that hazards are not placed in the way of others using the same facilities. One needs to learn to walk instead of run. GOOD HOUSEKEEPING ESSENTIAL But above all, I believe, habits of good housekeeping need to be developed. Gut tered and disorderly rooms are the centers for accidents. Carelessness in the use of bathrooms and halls can constitute hazards. Fewer accidents will occur in neat tidy rooms where the residents are aware of their responsibilities for maintaining order and where good housekeeping skills are established. After these have been developed, how ever. after desirable attitudes and skills to ward accident hazards and prevention are a part of the student's equipmoit, we must see that he goes beyond that acid acquires School and College Safely the knowledge to deal adequately with an accident situation when it does occur. In education for fire prevention we realize that in spite of all we have done a fire may still occur, and so we prepare for it with fire drills. Here we must do the same. Accidents will still happen but their effects may be reduced to a minimum by the proper behavior on the part of the students. To give them that knowledge is our responsi bility. These accidents may be predictable or they may he' of the purely fortuitous sort that scon to have no direct relationship to dormitory tiring, tint are not m any way connected with the type of activity being carried on there. Such an accident, for instance, is that caused by the sudden fatting of plaster at a dining roots during meal time, an accident causing some rather serious injury to several students. Accidents of this sort may also occur because of the nature of dormitories' the centers of community attention and perhaps the subject of irresponsible vandalism. For example, oar women's dormitory often be comes the center of attmtioa for teen-agers driving around at night Usually they con fine themselves to whistling, screaming and staging; but ooe night last summer a bottle crashed through a bedroom window and seriously injured a girl sleeping near the window. DORMS ENCOURAGE ACCIDENTS AU of these serve merely to point up the fact that accidents may oeeur simply be cause a dormitory is a dormitory-- and especially a women's residence--and that although they are in a sense a community responsibility, they are primarily the respon sibility of the college. Dormitory residents must be prepared against then. Panic can become a very effective stimulus to further accidents. Organization must be set up, edu cation provided so that students are assured usd confident of their ability to handle a situation of this kind effectively when it occurs. How is all this to be done? How are these attitudes, skills, and knowledge to be developed ? Full and free discussion of accident hazards, of individual Habits that contribute to accidents or to the panic that may_ follow accidents, and of means of pre vention is a first step in enlisting the interest and support of house residents. To arouse this discussion we may have to make use of an accident which actually occurs, or to play upon the obvious structural or housekeeping problems which catch atten tion immediately. But from that beginning-- endless possibilities for discussion present themselves. From discussion and the development of interest in the problem, the next step is some democratic action. At this point, of course; autocratic house government can provide some learning situations in safety, but the democratically controlled house unit will be most significant in developing group cooperation, group responsibility, setting group standards and providing group leader ship Conformity is a distinctive feature of our campus life today, and conformity to defi nitely established group standards in the safety area can be secured if group action is sincere and genuine. Students who pro vide their own authority are the best reply to the demand for mature, responsible indi viduals who are aware of accident hazards and can produce the skitls and knowledge to prevent them.^ DEMONSTRATION OF TELEVISION TECHNIQUES FOR DRIVER EDUCATION by HANK IURROWS. CHARLES MICHALSKI. JOHN TUCKER Citizens Traffic Safety Board, Chicago Seven and a half solid hours in front of live cameras televising traffic safety educa tional programs were mighty illuminating-- and the results encouraging. Summarizing the most important lessons gleaned from pro ducing the la-week series "The Mas Behind the Wheel" the Citizen* Traffic Safety Board found out that: h Creating a series of television shows is different from producing spot announce ments or interview programs. The interest of the audience must be captured and sus tained for 30 minutes. Programs must be "theatre" in the best sense of the word, p Illustration, not elocution, must be used to make the message come alive. Dramatize. Demonstrate. Even startle the audience now and then. Emphasize and re-nphasize important points. ^ Each program should be developed around a single thought to avoid confusing the viewers on what they are to learn during the show. Further, each program should add to the cumulative reaction you hope to get from the audience. ^ The programs should be directed at as many members of the home viewing audi ence as possible. Often include a feature for each age group. ^ A great majority of the audience which tunes la your program is interested is learning how to improve their driving knowledge and ability. Don't abuse the op portunity to educate them. Keep this in terest alive. * Throughout the series, the CTSB leaned heavily for guidance on the WTTW produc tion manual, written by Colby Lewis, the station's production manager. The practical working knowledge and interest of the WTTW staff made possible frequent use of tricks of the television trade. For example, to illustrate the difference between day and night visibility, the camera picture was darkened electronically to a shadowy outline, fn another program, one camera (two were used) shot a close-up while the second focused on another action. The two images were combined on a "split screen" to show correct wheel handling via the close-up while the far shot showed a learning driver turning a corner. ORGANIZING THE PLAY In writing a story, or a play, an author tries to establish an identity between his audience and Use characters in his plot. This creates a valuable personal association. Fea tured cut members in "The Man ,. were three noa-drivers learning the bow's and wbys of scientific driver education. Through this trio's eyes and ears the audience shared in a personal experience. After the plot and story line had been set. and "casting" arrangements made, props, materials, and guest experts who could teach with authority and showmanship were found. Outline scripts and time cues that estab lished a dramatic high point at places where audience interest usually sags. There is good reason why a play-wright tries to build a climax on his second act curtain. About two-thirds of die way through any story there U an "interest lag" whether the audience is in the theater or at home in front of their TV set. At about 20' minutes through each half hour show an "interest booster" was planned. Sometimes this was just a loud noise, a brake detonator explosion, a police whistle --something jarring--or, perhaps, a transi tion was bridged at this point with a prom ise of exciting things to come in the last ten minutes of the show. DRAMATIC TOUCH HOLDS VIEWERS "This type of dramatic treatment kept audience interest high," said James Robert son, WTTWTs general manager. "The pro gram had been aired twice when we realized we had a 'sleeper' on our hands, t knew it was going to be one of the best series we'd ever put on when I beard our stage 96 School and College Safety utd camera crew*--usually laconic--discuss ing vigorously the merits of the show." Audience reaction was a pleasant surprise to both station personnel and the CTSB staff. Mai! response, queries and requests for free educational material offered, con tinued throughout the entire series at a weekly average of 100 letters and post cards. "This steady response is sure proof that "The Man . . ." gained new viewers for every program." said Chalmers Marquis, promotional manager for WTTW. "Based on authoritative estimates it is reasonable to say that the programs reached a total zudicnce of 1,500,000 to 2,000,000 persons with a message ... in depth ... on safe driving." Films were used liberally. Some were taken specifically for "The Man ..." by Sergeant Joseph Casey, head photographer for the Chicago police department. These were filmed against neighborhood back grounds familiar to the audience. Another film was a sequence in the county morgue. Qips from films such as "Don't Sldd Your self," on winter driving produced by the Aetna group of Insurance companies and the Matiooa] Safety Council were used. PROPS FOR VIDEO Among props which illustrated methods of scientific driving instruction were the Aetna Drivo-trainer, psycho-physical devices and blow-ups from pages of "Rules of the Read," produced by Illinois* Secretary of State Charles F. Carpentier, which contains hints. The "Rules ..." book was state traffic laws and good driving offered free to cor respondents along with the driver evaluator test sheets created by the Shell Oil Company originally as full page newspaper ads. Other props; grim accident photographs were used with the morgue film to illus trate the tragic consequences of inexpert driving; stopping and sight distance charts and simple demonstration devices. (For ex ample ; corrugated cardboard was accordion pleated, compressed and expanded to illus trate the Doppler principle of sound waves in explaining how radar works.) A Tinker Toy made a fine demonstration of how power is transmitted through piston, crank shaft, clutch plates and transmission to the rear wheels. The teaching job was done by guest ex perts whose authority was unquestionable. Behind the wheel instruction was given by Royal Brown, driver training instructor at Lane Technical High School; Maury Lind quist, chief examiner of the drivers' license division of the Illinois Secretary of State's office and Officer Archie Hignett, director of the police department's safety education umL EXPERTS AID PROGRAM Cleve Wallace, top instructor from the General Motors training school in Hinsdale, I1L and Carl Dalke, automobile expert of Chicago Better Business Bureau told how to buy a used car. Illinois' Secretary of State Charles F. Carpentier discussed the operation of the central driver's record file. Judge Alfonse Wells, Chief Referee Fran cis X. Poyntoa of Chicago's Municipal Court and Deputy Chief Pierce Fleming of Chicago's Park District police talked about enforcement by police and courts. Charles S. Michalski, CTSB traffic engineer was a frequent guest expert to explain technical points. Other experts: Officer James Casey of the Safety Education Unit, who demon strated school safety education and Park District Officer Julius Watson, drunkometer technician. .Ml of these experts, teachers for the day, were able with films, demonstrations, and simple devices to make their discussion dra matic and living. Actual driver training be hind the wheel was demonstrated by the teaming trio in convertible automobiles which permitted the television cameras to examine closely the correct techniques in steering, shifting, braking and clutching. From time to time, the audience with the three learners saw a demonstration of ex pert driving. In one such demonstration, Robert Eck, a steel truck driver from the Willett company, dramatized the almost un believable ability of an expert driver--he was runner-up in the 1953 state truck com petition--piloting his 45-foot long tractortrailer combination through a maze of ten nis balls, traffic cones and one egg. stopping the mammonth combination on a designated pin-point. Cameras tight on the egg as the huge trade wheel approached while the audio picked up the roaring of the diesel motors was enough to make one viewer comment: "It nearly made my breath stop. I felt like that track was going to roll right over my stomach." 97 1957 National Safety Congress In another expert driving exhibition, Arthur Henderson and Ed Closson of the Country Mutual Insurance company dem onstrated stopping distances. A radar unit focused on their car. combined with the "split-screen'* technique, illustrated the point so often preached--*o rarely proved--"No One Can Stop On A Dime.'* FILMS INCORPORATED IN SHOW When bad weather made it advisable to stage the prpgrams in the studio, films were used if the rains came without enough warn ing to arrange an inside show. ''Tie films, "Day In Court" produced by International Harvester Company, and "A Closed Book,** produced by the Farm Bureau Mutual In surance company, emphasized the message -SAFE DRIVING IS A WAY OF LIFE. When possible, studio shows were guest expert panels answering correspondent's queries. On one panel program, the audience was asked to phone in questions while the show was on the air. The switchboard was swamped. About 75 calls were takes by op erators while a probable 200 or 300 more callers got the "busy" signal. Mail and phone questions covered such items as: "What U a safe passing distance on the highway?"--"Should a violator bring his own lawyer to court?"--"What should you do when a tire blows?**--and a great variety of others ranging from: '*. . . How hard do you hit at 40 mph ?" to "What do traffic police gestures and whistle signals mean?** Answers to such questions woo drama tized. Toy automobiles, large drawings done "live, on omen," a current series of news paper advertisements, and a demonstration of N*The musical virtuosity of the Chicago traffic policeman on his little whistle" all figure in fulfilling the operating maxim: "Use illustration, not elocution." The experience of producing "The Man Behind The Wheel" can be summarized in this statement: "Make no mistake about it--a great num ber of people are lamentably uninformed about the basics of safe expert, law-abiding, good driving practices. Most of them want to lorn to be better drivers. The oppor tunity should not be abased by improper presentation of driver improvement educa tion. Particularly is this true on television which offers so much to the safety education. Aim your presentation at the group which wants to learn. Make ose of all dramatic techniques at your command and the wide possibilities of television production."A School and College Safety Division of Vocational Education have worked in close co-operation in planning, scheduling and supervising training schools with the Vocational Department, providing funds for conducting the schools until July 1, 1954, During the extraordinary session in 1953. provision was made for the State Board of Education to formulate training courses for school bus drivers and for financing such courses. Every other year bus drivers arc required to take the training course and secure a driver's certificate. The training course con sists of two and one half days or 20 hours of training, approximately 12 hours in class room instruction, and eight hours of open rad and obstacle driving. The driver certificate may be renewed the second year for one day or eight hours attendance. During the past two years more than 8,000 bus drivers have takes the train ing and received certificates. School Super intendents with special training instruct the bus drivers in the local counties and school districts during June, July, and August, un der the direction of the State Department rtf Education. Hie value of education and training for the school bus driver is reflected in the fact that during the past 10 years only two pas sengers have been killed while riding the bus, and four others were killed in an at tempt to cross the highway before or after alighting from the bus. SCHOOL IUS PATROL TRAINING Under the Mississippi Code of 1942, it is required of the Superintendents of Schools with Transportation to select from members of the student body a safety council for each school bus. The Superintendent of Schools is also responsible for instructing the safety council. The State Board of Education assumed the responsibility tins year for training bus patrols. The I *is patrol training course consists of four iours of training. Approximately two hours are spent in the class room reviewing safety regulations, rules of road and slides in correct loading and unloading procedure. Approximately two hours are spent on the road going through the correct procedure that patrols follow in directing passengers across the highway to and from the bus. There is no record of passengers killed while crossing the highway when the bus patrol was in action.A. PROTECTING SCHOOL BUS PASSENGERS THROUGH EDUCATION by A. P. SMITH. JR. supervisor of transportation. State Dept, of Education. Iscbes, Mick PROTECTING SCHOOL BUS PASSENGERS THROUGH EDUCATION by SILL LSMON director, School Bus Safety, New Mexico Western College, Stiver Gty, N. M. Two persons play an important part tn protecting school bus passengers ta Missis sippi. They are the bus driver and the bus patrol. Education is essential to the safety of the passengers on the bus. t shall deal first frith the training of the W* driver. BUS ORIVBl TRAINING The program for the training of bos drivers had its beginning in Mississippi during the summer of 1945. under the di rection of the State Department of Educa tion. In June of 1945, representatives from 96 the American Automobile AMoeatioo. The National Safety Oamril. the IZfinoif Central Railroad, General Moaor* Corporation. Highway Patrol, State Dcpartaot of Edu cation met with County SnperiaMsdeaCs and 25 or 30 school luniisiiibn for a Iw Driver Trainer's School. Dariac fnmt meeting scone 25 sAael HUNimaksM were trained, and phuu> ware mtr k* training school bos driver* over A* earn The demand for trasmne bn drwuri in creased year by year. The Mmi at School Bakfiag and TtaaaparracK* and Ar In New Mexico are have the school bus 'Stop Law" which requires motorists to top when approaching a school bus from other cfirectioo that is loading or unloading i -hildren on the highways. We know, how ever. that any school bus driver who demds co all motorists to adhere to the law funded for real trouble. Therefore, we -ri that training school bus drivers in the rwcadwes and precautions dealing with this P nawn is otw best solution. V ear annual School Bus Drivers Instiaee. held tbe first week of August on the enpns at New Mexico Western College, Silver Gty, the loading and unloading of school bus operation is a port of each class whether it be First Aid, Child Behavior, or any scheduled classes m "Uniform Bus Reg ulations" and "Traffic Law Enforcement" Prior to the Institute ,a meeting of all in structors is held so that a uniform under standing and presentation can be worked out All oew drivers must attend the Institute and others at least ooce each three years. Many drivers attend every year. Enrollment annually is about two-thirds of our 1,200 drivers. Wc follow this up with schools and 99 1957 National Safety Congress meetings with drivers in counties, cities and towns over the entire state during the year. This past year our open highway speed limit was raised to 70 mph. This, coupled with increased volume of traffic, new con struction, and our accident experience, ted us to revise "stop" procedures. On divided'highways, we have no control over traffic m the opposite roadway. We never unload children if they must cross these multi-lane highways to reach their homes; unload only those children living on the side of the read oa which the bus has stopped. This, of course, necessitates some doubling bade on the part of the driver, but are feel the additional cost and time is worthwhile. We do not lead or unload in a traffic lane but on the parking apron adjacent and do not use flashing lights or stop arms thut permitting traffic to continue. We also fol low this procedure on two-lane highway* where speed, volume of traffic, and available shoulder space are conducive to this type of operation. This is uniform over the state and re quires the motorist to rancaber only that he is expected to stop when a school bus is stopped on the travelled portion of the highway and lights and stop arm are in operation, otherwise he is free to continue cm his way. We believe motorists will be more willing to comply when they fed we stop them only when essential to the pupil** safety, and, too, when we are getting out of their tine of fire when possible PROTECTING SCHOOL BUS PASSENGERS THROUGH INSTRUCTION by EARL HEATH adjunct assistant professor of education, Center for Safety Education, New yoric University, New York city In presenting the case for educating the pupil passenger, it may be well to begin with an examination of the limitations ol legislation aad enforcement is providing protection for the ptspiL Legislative aad cnfcrceromt measures were designed to protect the popil passenger and it is only indirectly that they serve to educate him. Such protection nay be said to reach a climax when the motorist who approaches the school has stops his vehicle at or beyond the distance prescribed by taw. At this point, we may ask: "What hap pens if be does not stop?" The answer is that he has committed a moving traffic violation ami is subject to a warning or an arrest. We then may ask: "What is the effect oa the pupil crossing the roadway?" It may be a near-miss, or it may be injury or death. An individual who attempts to cross the roadway prior to entering or after alight ing from a bus is coocemed with a myriad 100 of complex external variables, most ci which are under neither his control nor that of school or community officials. CROSSING ROUGES The several popil crossing policies ms* be summarized as falling into one of t'. categories: . 1. Crossing a from of the bus fatter approaching traffic supposedly has stopped * as an individual or as a part of a greet with or without an assist from a bus paste! member, the driver, police officer or auxili ary crossing guard, and 2. Waiting at the side of the road uc the bos has polled away and acraumfatted traffic cleared before proceeding across tix rood under the pupil's own direction. Experience ha the field of pupil Cnespoctitiou and traffic safety education has led me to favor the practice of having each student: deride for himself as to the most appropriate time to cross the traveled thoroughfare. School and College Safety `Having pupils cross in front of the bus involves assumptions which are too num erous aad too presumptive for a situation involving human lives--assumptions involv ing the eooditiou of oncoming motor vehicles aad their driven, knowledge on the part of the motorist of the local school bus law, the condition of the school bus, the driver's use of warning lights, and his ability to see that traffic in both directions has stopped, to determine when all pupils have craned, aad to stop pupils about to cross in case of an emergency situation. STUDENT MUST LEARN FOR SELF Perhaps the best way we can took at what can be done to educate the individual student as to safe sad efficient roadway uuasing practices is to dis-associate anr<dves inxa the school bus medium. Since the child throughout his lifetime exercises pedestrian aad passenger practices outride the context of the school bus routine, it is btSciul cssatizi that be be grounded, as early as possibly in practices baric to his welfare where traffic rittations are involved, \ thorough aad effective traffic safety edncaacB program for the pupQ should include, among other items, the foflowtng: 1. Instruction m walking to aad from the bus stop rite on the left ride of the street faring traffic and in mak ing nTMTM use-of sidewalks and shoulders of the roadway. 2. Instruction la crossing Wjou at right angles sad at an alert walk. X Looking carefully left aad right to determine whether a vehicle is ap proaching. The determining factor should not be the green light, nor the motion of a safety patrol mem ber, police officer, or auxiliary cross ing guard. The determining factor is--are there vehicles to the right and/or left and have they stopped. Then, and only then, should a pupil cross the roadway. la most, perhaps all, instances, the patrol member, police officer, or aux iliary guard wiS direct the students to anas aoce the path is dear. How ever. the stadetf should be trained to rtty on his estimate of the situation as weiL This is good practice be cause the youth will be crossing many other roadways noc associated with pupfl transporation. 4. Instruction in (vacating the vehicle hi drills similar to fire protecting exit drills conducted ac the school, i Instruction h desirable passengerpractices including waiting on the curb ad in fine for the bus, having fare or identification ready to show to the driver, moving qmddy to his assigned scat and remaining there tatiH the bus has stopped either at the school or at his home stop. Pedestrian and passenger instruction, prop erty conducted. be beneficial to the pupil throughout his entire life and will also supplement legislative and enforcenent meas ures designed for his protections^. SCHOOL BUS ACCIDENTS: How Much Do We Know About Thom? Hew Con Wo Find Out Moro About Thom? by HAUII L MYEES cnaitlvc director, Indlene Traffic Safety Foundation, Indianapolis Ind. As members of the National Safety Cotmcil w* seek its opinions. Since the sosxts of much of National Safety Council's information is in its membership, we often have our own opinions fed back to us with the weight of "National Safety Council says" attached to them. One of the pur poses of this paper, therefore; is to promote 101 1957 National Softly Congru* School and College Safety a healthy skepticism on your part of many opinions that are advanced, and a strong dissent with some things you may have been accepting as truth. it is (airly easy to dispose of the first part of the assigned subject "How much do we know abput school bus accidents ?" It could be answered in two words--"Very little." We know so littie about any kind of accidents that it is tragic. The National Safety Council has little information on school bus accidents and only the composite picture of 38 report ing states. Apparently the 10 non-reporting states have even less information. Someone in each state must know how many school buses are operated. Some others know how many miles they travel per day; how many pupils are carried. Some one else knows how many buses are in volved in accidents each year and how many persons are killed or injured in these acci dents, but seldom are all of these things assembled in one summary--and beyond this there is little information. DOESN'T BELIEVE FACTS It U possible to get a bleak picture of school bus accident problems in Indiana from the published figures. I don't believe these figures, for I am sure we don't have 3ll the facts. I am sure that no one in our state knows how many school bus miles are traveled each year, and l am convinced that, beyond mere totals, no one knows much about accidents involving these buses. This is not surprising, because even with the best of reporting, our information is always colored by individual prejudices, and biased opinions. The information is always presented to put the blame on the other driver or on the child. It makes tittle dif ference to me whether the person or pervans killed or injured are in the school bus nr in the other vehicle. We cannot assume tfrat the other fellow is always wrong--and even when he is, there are often extenuating circumstances. In my experience with bus operation I have seen many buses hit In the rear by automobiles with the fault being that of the bus driver. I find it difficult, also, to con sider accidents to children crossing high ways to board or after alighting from a bos as being anything but school bus accidents. 102 but they may go into the books, in some states, as pedestrian accidents instead. ONE ACCIDENT RECORD HOURS As an example of two ways of presett ing the little information we have, con sider this statement issued by an official department: "During 1956 the public schools of Indiana operated 6.233 school buses, 200. 000 miles per day, transporting some 300,000 pupils. Not a single bus passenger was lost and only one person--a 17-year old driver of a passenger car in collision with a bus-- was killed. Only 77 persons were injured in 247 accidents: only 36 were school bus occupants, including 17 drivers, 12 pupil passengers and 7 adult passengers. The re maining 41 were drivers or occupants of other vehicles." This statement sounds reassuring. It is a tribute to school bus drivers, school admin istrators and state school authorities--wvery one has done a good job--a good job, that is, if we don't consider the occupant* of other vehicles. But we can't pass tight!} over deaths and injuries merely beeaww they did not occur on the bus. DIFFERENT PICTURE PRESENTED Now, see how the picture is changed when we add to the above statement the following paragraph based on these same facts. "This performance record shows that accidents involving school buses are occur ring in Indiana at the rate of 1.4 adi school day; that their accident rate per 100 mil lion miles of travel is 690 compared to 554 for all traffic; their injury rate is 215 compared to 193 for all traffic; their fatality rate in 1956 was 2.8 compand to 61 for all traffic and in 1957 will eqtol or exceed the state fatality rata 1956 was the third straight year showing an increase m num ber of school bus accidents." This shedi a new light on the same pic ture; and, I fear, not a very rosy light either. I do not vouch for the correctness of either of these statements--in fact, I think both are wrong--but if the first is correct, as we are told it is, then, the sec ond is also correct The reason I am inclined to discount them is that school authorities report mile age as the total number of daily route miles, whereas buses make many special events and many drivers make two round trips to accomplish one round trip move ment Accidents on these off-route trips and on deadhead mites are included, of course, as accidents involving a school bus. Perhaps a true report of mileage would bring the rates down. In any case, these two statements point up two conditions that should be corrected --incomplete information and some appar ent tendency to "play down" the record. Our school bus safety program needs some attention. Perhaps yours does, too. ADMINISTRATORS' NEGLECT it may be that those in charge have been too dose to the trees to see the forest. It may be also, that they have received too little hetp from public support groups in oetting needed reforms and funds. It seems that each school corporation has mjcH a small part of the problem that the administrator finds it easy to believe that accidents can't happen to his schools be cause they never have. In this he becomes much tike the man who drowned in a stream that averaged only 3 inches in depth or the average Indiana motorist who. hear ing that we have six fatalities per 100 million mites of travel, still knows he will not be one of than because in his lifetime he will not drive even one million miles. With 247 school bus accidents last year in Indiana, scattered over a fleet of more than 6,000 buses, no local school authority could be much impressed with his share of the total and none could even attempt an analysis of causes. This points to the need for a very careful investigation of every school bus accident and for prompt and com plete reporting of all facts to a central agency for analysis on a state-wide basis. QUESTIONS NEEDING ANSWERS If I were trying to track down the causes of school bus accidents and devise ways of preventing thun--in other words, if I were Fleet Safety Director of School Buses for any state--I would want much more infor mation on each accident than is now avail able. I would, for instance, want to know: Did the accident involve an empty bus? Was it on a multiple lane highway? Was the bus stopped and standing at the time of the accident, and for how long had it been stopped ? Did the accident occur during hours of darkness? Or on a special trip? What were weather and rood conditions? Was the stop location a {actor? Age and sex of the bus driver? Other driver injured? Experience and training of bus driver- Was a substitute driving the bus? Did the acci dent involve no other driver? What in juries were suffered, and by whom? Did the bus meet published safety equipment re quirements? Was safety equipment used? What was the passenger toad at the time? AU of these questions, and more, I would want answered to provide a factual basis for attacking bus accidents. Our best ex isting source of Information on school bus accidents may come from the records and practices of commercial bus fleets. I have found in my experience that commercial vehicle operator* have made more progress in reducing traffic accidents than any other group. This probably resutts from the fact that for many of these operators the costs of accidents are greater than the total net profit of the company. ACCIDENT REDUCTION PROGRAM Increasing or decreasing this total repre sents the difference between profit and loss. They have good records of accidents and drivers. Analysing their activities further we find that the succesfut ones nearly al ways follow a definite nine-point program of traffic accident reduction which includes! t. A well defined set of rules and safety practices 2. Careful selection of drivers 3. Thorough training of driver* 4. Accurate records of accidents and drivers 5. Close supervision 6. Regular and thorough vehicle checks and maintenance 7. Removal of hazards 8. Incentives and awards for drivers 9. Penalties In this batting order "penalties" are in 9th place, which is their proper position. The need for penalties comes only after all the other eight have been used. This list contains exactly what is needed in a public safety program; however, the public incli nation ts to pass laws as outlined in number one. then skip over the other seven, lightly, to get to number nine--the enforcement of penalties. Experience has shown that we cannot achieve traffic safety that easily. We 103 1957 National Safety Congress must brine the other seven points up to par. Let's take it point by point. 1. In many states there is a more or less concise set of rules for school bn* drivers. It is doubtful, Iwwtvcr. if many of then tell the driver what fits duties are. , 2. We have not even begun to do a job of driver selection. There must be some better way devised than the process of letting bus routes to the lowest bidder, as U now required by law in our state; In my opinion, there is no more reason for this than to hire teachers or janitors or superintendents On bids. DRIVER TRAINING School bus driver training ha* followed closely the pattern of selection--little done. True we have; in our state, as in some . others, a requirement that each bus driver attend a safety-training meet ing each year. These last about IK hours. Sometimes these are held before school starts--usually after. This puts drivers In service before the safety training session is held. Tn our state; these are conducted by state police offi cers. Without disparaging the splendid efforts of the policy may I suggest the following: a. We used three weeks, at an estimated $300 per man to train commercial bus drivers. It seems likely that one week and $100 per man could be spent profitably for a one time course for a school bos driver. If we can invest several thousands of dollars in a bus, surely we can spend $100 to train its driver. b. There is little in the training of a police officer that qualifies him for the specific job of updating or training some one to operate a bus. Such training is done much better by a -* school which specialises in training commercial bus drivers. 4. School bus accident records are not given sufficient attention. Rarely is enough in formation secured to permit proper analy sis. A high standard of accident report ing is the principal prerequisite for the use of accident records. If the original accident reports themselves are poor, the analysis and results from them will also 104 be poor. Since the number of such acci dents is small we should be able to get each one investigated by competent per sons and collect accurate and complete information ort most of the points men tioned earlier. Such information must then be care fully analyzed and presented to each school administrator in such a way as trbe of use in the hiring and supervision of drivers, the maintenance of equip ment, the laying out of routes, the loca tion of stops and in developing sound operating practices. Such information as we have now is probably the best kept of all accident statistics-kept, but not used. Its value for historical pur poses is smalL Lc's use it. SUPERVISE. CHECK FLEETS 5. Close supervision is not practiced ie many school bus fleets. It is doubtful if one school corporation in SO has madr ' any one person responsible for supervi sion of school bus operation: yet. com mercial fleets find it economically mmd to use riding supervisor*. 6. In our state and is many others there Is no requirement for periodic vehicle checks or any required maintenance schedule. School buses must be in spected once a year. Commercial fleet* give a better inspection every week or 10 days. ?. Removal of hazards. Most school bos route haards are fixed. It is often topossible to remove the hazard from the bus line; bur it is addons impossible to move the bus Gne from the hazard. Carefid selection of stops, tom around*, routes and schedules with hazard efiminatMQ m mind can work wonders. Herr it would be well to utilize the service* of a skilled bus operations man. rather than a school official. It would be better lo use the two together. 1. Incentive* and awards are used is few stales. Indiana and Virginia, ose the National Safety Council Safe Driver Award This phs provides regular monthly mailings to bus drivers, keep ing driver acnfcnt records and pres entation each year of Safe Driver Awards to those qualifying. The cost of this program m Indiana is paid by School and College Safety an insurance company. This is the high est driver award in the land. Bonuses for accident free operation could be given as incentives to more careful operation. SELECT SAFE ROUTES 6. Uaka a careful selection of bus routes to get as little mileage u possible on high speed roads and as much of the loaded mileage as possible during daylight hours. 9. Whatever penalties are given--and their value is a debatable question--must fol low consistoxt pressure on the other eight points. In fact, unless we believe that a driver deliberately has an acci dent it is difficult to conceive many situ ations where .a penalty would do more than save face for the administrator. On* penalty must be used occasionally. You must remove from service any driver who cannot be helped by the other eight points forcefully and faith fully applied. SEAT laTS H6LFRJL I want to touch on the use of seat belts in school buses. The present policy of the National Safety Council recommends the ose of scat belts on all motor vehicles. This means all school buses, too. I am personally sold on the value of seat belts in motor vehicles. I use than in my own car. In the interest of getting first things first, however. I would reeeuunsid that, in our separate areas, we concentrate first on pro viding a scat for every passenger. We have too many thousands of overloaded buses to even consider seat belts at this time. The following are specific recommenda tions for your careful consideration: 1. Provide a course of training for all school bus drivers, given by persons skilled in bus operations, preferably by a commer cial bus fleet school. 2. Provide a better selection method than Jetting bos routes to the lowest bidder. i Make each contract contingent on the driver's successful completion of a prc-dc- termined course of training. 4. Adopt and print a clear-cut set of rules and safe operating procedures that define clearly the driver's duties and re sponsibilities. Be sure he knows what his job is. 5, Adopt and print a dear-cut set of rales for bus passengers and distribute to parents of children using the bus. Let the parents know in advance what the rules are. 7. Select bus Hops carefully to get as many as possible off the traveled way and to avoid stops just over the brow of a hill. Turn arounds should also be carefully studied to avoid hazards. a Have each school bus accident investi gated by the eounty superintendent of schools and the area State Police Officer. See that a complete report is sent to a central state school official for record and careful analy sis. 9. Require periodic vehicle checks of fill bos**, preferably by a commercial bus fleet garage; 10. Appoint some one person, either full or part time, as School Supervisor of School Bus Transportation and have this person' make frequent observations to see if rules are obeyed. Appoint also a State School Bus Supervisor. 11. Provide National Safety Council Safe Driver Award. 12. Send, from a central state agency, an annual summary and analysis of school bus accidents to every school administrator and use the results of such analysis m bus driver training schools. 13. It goes without saying that authority must be givoi to drivers and must be exer cised by them to maintain order on board and in entering and leaving buses. REQUIRE PHYSICAL SPECIFICATIONS 14. Finally, both school and licensing authorities must put into effect at once procedures and practices that insure phys ically qualified drivers. An Indiana acci dent last year which injured six or seven school child passengers involved a bus driver with only one arm. He used a hook for the other hand. .This bus collided with a bread truck. It does little for public peace of mind to know that he is driving the same route again this year. In another recent case, the parents school bus pas sengers worked through an insurance com pany to influence a township trustee to remove R 74-year old driver who used a hearing aid. The trustee Is paying tus 105 W7 National Safety Congress wages for the remainder of the school term. These 14 points may or may not make sense to you. I know I have wandered far afield from the assigned subject If they seem visionary to you, just remember they do not seem visionary to hard headed bust* ness men whose profit or toss depends on freedom from acadent*. They merely out* tine a standard of performance you have grown to expect from the public transpor tation that you use. Are you willing to settle for second class transportation for your children ?Ak SCHOOL BUS ACCIDENT IN THE COURTS by HARRY N. ROSCNF1ELD Washington Counsel & Agent, National Safety Council, Washington, D. C The law courts are neither the customary nor the best place for school people to find out ways of improving their school pro grams. Nevertheless, liability suits arising out of school accidents are to safety and accident prevention programs what an au topsy is to a preventive health program. The law suit is both a possible sign of failure and an opportunity for possible improvement. Out of the facts disclosed in the trial we can often learn a great deal of what has gone wrong in school safety programs and what needs to be corrected to prevent future accidents. harsh, unfair and anti-soda! that they have enacted statutes repealing the rule in whole or part, l Some states, such as California, have an all-embracing waiver of immunity so that California school boards are substantially on a par with private corporations and individuals and are liable when they, or thetr employees, are negligent. Other states, such as New York, New jersey and Con necticut, do not us terms waive school board liability, but provide that the school board will pick up the tab wherever one of its teachers has been held liable for neg It has been estimated that the automobile ligent performance of duty. generate* over half of all the general per sonal injury cases in our courts. And to oor already overcrowded courts, there are unhappily being added an increasing number of cates arising out of public school pupil transportation. Stilt other states have a more limited waiver of governmental immunity. In some such states, as Connecticut, Idaho and North Carolina, there it a waiver of immu nity for school bus transportation. Many others have repealed immunity, in effect, PRINCIPLES OF UAIIUTY by authorizing school districts to use public funds to purchase liability insurance for bus First, let us consider the ground rules of transportation. Still others, as Koitucky the game Perhaps it will be helpful if at and Tennessee, have sought to deal with the die outset we compile a glossary, defining situation by. requiring the bus driver to some words that will recur in this paper. carry insurance or famish indemnity bond*. LiqtrilUy--this must be discussed under two But it is basic that unless the State Leg headings: islature has decreed otherwise, a school SCHOOL BOARD LIABILITY--The board Is not liable for negligence A cor- predominant rule of law in the United rotary of this rule of law is that, unless State* is that a public school board is not authorized by statute, such a school board liable for accidents except where so re may not purchase liability insurance--the quired by statute. This is the remnant of reason is obvious--if there is no liability, an ancient rule that the sovereign cannot there can be no public money spoit to in be sued unless he consents. Some states sure against such non-existmt obligation. have found this rule of governmental im TEACHER LIABILITY--A teacher gets munity from liability for accidents so no protection from his employer's bnmu- 106 School and College Safety nity. When a teacher is negligent, tike any other negligent person he may be liable. And when the teacher is not negligent, there is no liability even if there be a major injury. One point further, a teacher who works for a school board protected by gov ernment liability, cannot be reimbursed by (he board for the liability judgment and cannot be covered by insurance, for reasons already indicated. .Vrplipmee--the failure to act as a rea sonably prudent person would act under the circumstances. What is "reasonable pru dence"? If one could, or should, anticipate trouble or some untoward development un der the particular circumstances, failure in attempting to avoid such trouble or prevent such untoward development, is not reason able prudence. The key issue is one of fact, and the question of fact which must be answered U whether in the ordinary exer cise of reasonable prudence, the teacher--or his driver--should hare anticipated danger in the specific instance. If "yes'* and noth ing was done about it. the teacher was negligent. DRIVER'S NEGLIGENCE--Mast school bus accidents occur because of someone's negligence, often the driver's. Take, for example, the Georgia driver who drove his bus up a narrow but unobstructed road at -30 mph passing so close to a tree that its protruding limb hit a child in the bus and put out his eye. Then there was (he Mew York driver whose failure to maintain proper order in the bus resulted in a pupil's putting out another pupil's eye by shooting paper clips with a rubber bond. A North Carolina driver failed to pay attention to the location of a pupil who had just alighted and the child was sideswiped by the bus when the driver abruptly pulled it onto the road. When an Illinois driver suddenly started his bus, the resultant lurch threw a rider standing in the aisle against another pupil. In Louisiana, a bus driver was on the left side of the white line on a curve, and . failed to pull over to his own side of the road because he thought the other driver-- who was also on the wrong side of the road--vroutd get out of his way. Remanber. not every accident means some one has been negligent. Furthermore, even if a teacher is negligent, she may be freed of liability because of certain applicable defenses to liability. SCHOOL IUS ACCIDENTS How do these principles of law work out in school bus cases? By and Urge, the cases seem to revolve about three factual situations: !, the condition of the bus, Excessive speed, recklessness, driving on the shoulder of the highway instead of on the road itself, parking in the path of a known path of children sledding down a hill--these are other examples of driver negligence that lead to accidents and in juries--and to liability. What can a li ability judgment amount to? In the Lou isiana case, three pupils were Jailed and there was a verdict against the bus driver and the other driver totalling more than $75,000. 2. the driver's negligence; LOADING AND UNLOADING BUSSES 3. improper supervision of pupil transporation. CONDITION OF BUS--Sale design, good condition and proper maintenance of the school bus are important in avoiding law suits. Only a relatively small propor tion of the school bus accidents in courts today are due to the defective condition of the bus itself. In some of the earlier cases, pupils had to sit with their feet over the running board, were exposed to the ele ments without protection, or fell out of a bus because of the disrepair of the door latches. And-- an otherwise safe bus may become unsafe (hie to overcrowding. Perhaps the most frequent kind of school bus accident to reach the higher court oc curs while puptls are getting on or off the bus. GETTING ON BUS--In a New York case the school bus backed onto the school property to the place where the pupils were waiting; and killed a child. Here, the school board was held negligent (but not the driver) for failing to provide supervision of pupils waiting for a school bus on school grounds, and for failing to promulgate and enforce rules and regulations for their safety while so waiting. 107 1957 National Safety Congress In a Virginia case, it was common knowl edge that the students shoved, pushed and rushed to get into the bus. The driver was negligent for failing to stop his vehicle; here a 13 year old boy was pushed and shoved under the wheels of the slowly mov ing bus. However, in a Utah case where there was no disorder among the waiting pupils, it was not negligent for the bos to be drawn within two or three feet of the end of the line of waiting pupils, even al though in this instance a child was also shoved and fell under the wheels. ALIGHTING FROM BUS--The most common school bus accident case is the one where a child is injured or tailed while crossing the highway after alighting from the bus. Of the 30 school bus passenger deaths reported m 1936, 25 involved pupils crossing highways. The courts in these cues have often held the school bus driver liable. Although the normal rule of law is that one is not guilty of negligence if he uses ordinary care, in school bus cases the courts have often ex pressed and applied a more rigid standard of care. Because of the immaturity of the riders and the surrounding circumstances, a spe cial kind of obligation is attached by courts to school bus drivers, to exercise "the high est degree of care.** The courts of many states have repeatedly ruled that school bus drivers must exercise "extreme" or "ex traordinary" care. Would there be much question about the negligence of a school bus driver who left his pupils off at an unsafe place in the dark or stopped his bus on die wrong side of the road? With other than school bus transportation, the driver's duty ends when he deposits his riders at a safe place, eves if the riders are school children. ` DRIVER'S RESPONSIBILITY EXTENDS But a different and more stringent rule is often applied to drivers of school busses. Many courts have ruled that the school bus driver's responsibility extends to and in cludes the safety of the path which the driver knows such child will have to take homeward immediately after alighting from the bus. Such courts impose on the driver the obEgation of ascertaining whether it would be safe for the child to cross after leaving the bus. For example, in Louisiana and California school bus drivers were held negligent for permitting soroi and eight year old children to alight without the drivers first assuring themselves that the road was clear for the children to cross. Other courts have required school bus drivers to warn their riders of specific known danger on alighting and even, under some circumstances, to protect their charges by refusing to permit then to get off. So. when a bus driver in the state of Washing ton did look and saw that the child would be endangered by approaching cars, the court said that the circumstances required the driver to warn the child of the danger. DRIVER MUST AID CHILD For a Tennessee court such circumstances required the driver to keep the six year old child from alighting altogether. And a Georgia court, faced with such facts, found the driver negligent for failing to aid the nine year old pupil to get to a safe place. "Whether or not," said the court, "a place of deposit is a place of safety cannot be daensmed solely by whether or not one would be safe if be remained on the spot." In addition to the general rules of negli gence law, a school bus driver must comply vrith his employer's instructions. For exam ple. the North Carolina State Board of Edu cation promulgated rules requiring school bus drivers to supervise pupils alighting from the bus "until they have crossed the highway in safety or are otherwise out of danger" and to refrain from starting the bus "until pupils are seen to be out of danger." Non compliance with such safety rules is a long step toward legal negligence. These are some of the lessons that come out of the school bus accident cases that have gone to court. Court records arc by no means the best way of teaming how to improve a safety program, but the litigated cases can and should alert os to matters which need attention, A. NEW SAFETY PROBLEMS FROM THE EXPANDING USE OF SCHOOL BUSES IN URBAN AREAS by HOIBIT S. HAYES assistant superintendent in charge of transportation. Cook County Public Schools, Chicago Rote of the Cook County Superintendent of Schools in Providing A Safe School Trans portation Program. The Boards of Education in the State of Illinois operate the pupil transportation pro gram. In Illinois we have a non-coitralized school system of education. This means that each local school district operates its own program of pupil transportation. Responsibilities of the School Board: 1. Provides, by purchase or contract, safe, comfortable; and convenient transportation facilities. Z Designates school transportation routes. 3. Makes all contracts and bonds, keeps in force adequate insurance, and provides lkoses for district owned buses. 4. Purchases only transportation equip ment wfakh is approved and meets the standards required by the superintaxkoe of Public Instruction. 5. Selects fully qualified drivers in whom the parents have confidence and employs only school bus drivers who have been duly approved by the county superintendent of schools. & Makes the school executive respon sible for the management of the transportation system. The County Superintendent of Schools is the supervisor of school transportation in all of Cook County. The Cook County Su perintendent of Schools (days an important rote in providing safe sehool transportation for the dutdrei in this county. He super vises school transportation and assists in enforcing all regulations adopted by the State Superintendent of Schools. Responsibilities of the Cook County Super intendent of Schools: I. Checks vehicles used for pupil trans portation to see that they have passed a semi-annual safety inspection be fore being put into service. 2. Approves all new applicants for school bus driver positions and ar ranges for a school bus driver exam ination with the official State Exam iners of the Office of the Secretary of State. This exam consists of a written and road test 3. Cheeks all persons operating a ve hicle used for pupil transportation to see that they hold an Illinois School Bus Driver's Permit ' 4. Plans a special training safety pro gram for the school bus drivers. An active training program is now in operation to assure the safety of the many children who ride the school buses in Cook County. 5. The Safety Training Program in cludes the following: a. Annual standard first aid courses are offered in tour sections of the County. These courses are planned in cooperation with the American Red Cross and are usually held during September. b. Fifteen hour safety course. This course has been planned and con ducted by the County office and includes the following: UNIT I. Understanding and Appreciat ing the Job of the School Bus Driver. UNIT II. Regulations of the Office of Public Instruction Governing School Transportation. UNIT III. Preventive Maintenance. UNIT IV. Illinois State Motor Vehicle and Traffic Laws. UNIT V. Psycho-Physical Testing, Scor ing and Interpretation. c. Five hours practical First Aid Training. 106 109 I 1957 National Safety Congress This safety coarse is sot compulsory but is in added service of the County office to enable the bus drivers to do a better and safer job of transporting children to and from school. GROWTH OF SCHOOL TRANSFORATION It is the purpose of this paper to show the tremendous growth in school transpor tation in Cook County and to pinpoint more or less some of the safety problems faced by the Boards of Education, Office of the Cook County Superintendent of Schools as well as parents of the children who are transported. Boards of Education in Cook County are constantly being petitioned to provide more and more transportation. Twice a day, m the morning and in the afternoon one traveling on the highways in Cook County will find a vast fleet of yel low buses transporting one out of five chil dren now attending schools in suburban Cook County. N"ot only is it a vast fleet, but it is a growing one. The school bus fleet must keep pace with the school population, which is enjoying the highest rise in the history of suburban Cook County. Right now according to our statistics, more than 40,000 pupils in the elementary schools are transported. This U a record Still, this is only the beginning. More than 500 vehicles are used to trans port these children. Here are some of the reasons for this tremendous increase in school transportation in Cook County: --The enrollment in the elementary and secondary schools has increased 75, 000 pupils during the past five year period, from 1950-51 school year to 1955-56 school year. ,, --Illinois law requires consolidated and community consolidated school dis tricts to transport all children living over one and one-half miles from school. --The increased traffic on the highwavs in the suburban areas as well as the truck traffic has increased the haz ards of walking on highways. --In many parts of Cook County, the rural areas have developed at an unprecedented rate, but the pace of local improvements such as sidewalks and good roads has not kept up with this growth. --Parents in the suburban areas no longer make their chitdren walk great distances to school through rain, mud and snow. School bus transportation does give added protection against inclement weather, danger of high way traffic to pedestrians and the hazard of careless driving. It is un derstandable why the parents make denands for school transportation. --Undoubtedly, the emphasis given to aftiy in all aspects of pupil trans portation has had tremendous influ ence in its growth. If we thought we had safety problems 10 years ago, today it is much worse. Thou sands of cars, traffic congestion and crowded road conditions have made Chicago and sub urban area* of Cook County one of the most hazardous areas in the middle .v. ' for a school bus or any vehicle for that maiur. This tremendous development of school transportation has involved the local boards and our office in some rather serious safety problems. Some old long recognised prob lems have taken on a new significance and then some new safety problems have pre sented themselves for attention. NEW AND OLD SAFETY PROIL1MS The present extent of school transporta tion and its continuous expansioning indi cates the need for a general review of some of the major problem now confronting those responsible for safety in this operation. Careful selection of school bus drivers We must continue to select only the best people to operate our school buses. Drivers must hold a current chauffeur's license, have a first aid training, must pass a rigid health exam annually and must participate in safety training programs. Shortage of School Sue Drivers Carrying daily 40,000 jumping, red-blooded kids from kindergarten through high school has become a nerve-shattering encounter for many bus drivers without proper training, exposure and disposition, so that many new driver* quit their jobs within a short time. 110 School and College Safety The school bus driver is the most impor tant factor in safe school transportation. Yet, we employ people who are too old or part time workers. About one-third of the bus drivers in Cook County are women. Women seem better bus drivers. To insure a supply of good but drivers we should have a good driver education program in our high schools. If we are to prodace good bus drivers, we must teach our high school students to operate buses. If we have such a program, we can assure ourselves a potential group of saft bus drivers. They must know the meaning of safety and understand driving regulations. Safe vehicles All school buses in service must meet and exceed, current standards as set up by the Office of the Superintendent of Public Instruction. Coaonoous maintenance program should be set up by all boards of education and private and public operators. This involves complete inspection, daily checks by oper ators of stud) items as brakes, windshield wipers and tires. Any vehicle in an unsafe condition should be promptly removed from service. When should a school bus be retired from service? It is the general opinion of many specialist* in this field that a school bus should be retired at the end of eight years, 10 years, or perhaps longer. It is not pos sible to say definitely when this should be done. There are many factors which enter into the picture, such as, maintenance, road comfiiiaai. Some districts in our County operate buses 10-12 years old. Who should be transported? In deter(Tuning who shall be transported to and from school the following factors should be considered: Distance* between home and school. Dangers to child incident to foot traffic. Ages of children. Their physical fitness for walking the distance rocountered. Traffic hazards and climatic conditions have some bearing on the determining of reasonableness of walking distance. "DISTANCE LIMITATIONS" For many years, the State of Illinois authorized local school districts to provide free transportation. It was not mandatory for any school district to provide this serv ice. The "one-and-one-half" mile distance was a qualifying factor for State Aid. Many school districts which provided school trans portation used this distance to exclude those who lived less than a mile and one-half. It was not until June 16, 1955 that the Illinois State legislature enacted a law which required school boards of commu nity consolidated districts, conununity unit districts, consolidated districts to provide free transportation for pupils residing at a distance of one and ooe-half miles from school unless such school board could cer tify to the Superintendent of Public In struction that adequate transportation for the public is available. Ift MILE DISTANCE Since common school districts were ex empt from this law. the Boards of Educa tion of these districts, continued to use the one and cue-half mile distance to determine who would be transported to and from school As many small children were required to walk to school often along State and Na tional highways carrying heavy volume of high speed traffic, many parrots began to question the wisdom of such regulations and demanded that their children be trans ported to school. Often these parents offered to pay part of the cost of transporting these children, however. Boards of Education were pro hibited by law to charge any fees as the law specifically stated that boards may pro vide "free" transportation only. Finally, on June 21. 1957, the State legis lature approved a taw authorizing school boards to provide transportation for those living less than one and one-half miles from school and boards of education now may make a charge for such transportation in an amount not to exceed the cost per pupil. The new law also provides for a transpor tation tax not to exceed XU per cent without referendum. The fact that highway traffic is becoming increasingly heavy and that highway acci dent rates continue to climb has resulted in many school systems in our county trans- 111 1957 National Safety Congress porting pupils who live relatively dose to the school. In fact, the minimum distance require ment for providing transportation service is no longer a fair standard in many areas. Meeds for the service in congested areas and along busy highways cannot be deter mined equitably on the basis of distance; For children having to walk a mile to and from school along a busy highway the basic problem is not distance, but safety. Recog nition of this has resulted in greatly ex panded transportation services by many school systems of Cook County. CUSTOMARY ROUTE OR TRAVH. In determining the one and one-half mile distance as a qualifying factor for state aid, the law states that it shall be measured by the customary route of travel. The law does not, however, define how this shall be dooe nor who shall have the authority to define the customary route of travel. Many school districts in Cook County are small in area in terms of square mites. There are many children transported to school who live less than one and one-half miles as the "trow flies." Therefore, the Boards of Education and the Office of the Cook County Superintendent of School* have often a real problem to determine the "customary route of travel." This may not be a problem in rural counties, but it cer tainly is in an urban county such as Cook County. fn defining the customary route of travel, the Office of the Cook County Superintend ent of Schools does so in terms of safety and the general welfare of the pupils. PARENTS DEMAND PICK UP. UNLOADS) AT HOME The school board has the legal right to make reasonable rules and regulations con cerning the transportation in the school district. It is not legally required that the vehicle used in transporting popils shall go to the home of cadi child in the district. We cannot afford to spend public money to pick up children at each home and to unload than at each child's home. It is rec ommended that the vehicle go to the nearest entrance along the route of travel. It is suggested that m such cases the pupils may be rcqnircd to meet the vehicle. If the distance is too grot, the board may employ 112 the parent or some other person (under contract) to transport the children to the transportation line. However, such supple mentary transportation service is not com pulsory. OVERLOADING SCHOOL tUSES From time to time we receive reports of overloading. Upon immediate investigation, we find that these complaints are true. A state regulation requires no more than 54 seated pupils shall be earned except with die approval of the Superintendoit of Pub lic Instruction. School bus bodies shall have their maximum seating capacity painted upon the outside left and inside front and in no event shall be loaded beyond that limit In the interest of safety we must all in sist that no vehicle used in Pupil Transpor tation shall at any time transport more than the rated capacity of the vehicle. All pupils must be sealed while the vehicle is in mo tion. Same specialist* in the field tell us that 10 per cent more than the seated capacity of the vehicle is generally considered OK in overloading. Others point out that it t not considered overloading a school bus if a child stands at each row of scats. LOADING AND RtOC-UR STATIONS The general increase in the volume of vehicular traffic throughout Cook County, points to the need for a continuing revision of all school bus routes and careful selec tion of "loading zones," at which pupils enter or leave school buses. All loading and unloading locations must be dearly visible to on-coming traffic and alt school bus drivers must give adequate notice of their intention. A new Illinois law requires every school bus to be equipped with visual signals which shall be actuated by the driver whenever the brakes are applied. This new law requires signal lamps to be connected to the brake pedal by means of a toggle switch and to be disconnected when pupils are not being transported to or from their homes or schooL A bus driver Is also required to actuate the bus signals whenever the vehicle is stopped to receive or discharge children, when children are unloading to cross a School and College Safety 'street, highway, or read, or whenever the bus is stopped to toad children who musl cross a highway, street or road to board the bus. On June 2, 1955 the Illinois State Legis lature enacted a taw which requires the motorist* traveling open a highway outside of a business or residence district to stop from either direction upon approaching a school bus stopped to load or unload chil dren upon a highway. Therefore, a motorist traveling in Evanston, Oak Park or Chi'* cage Heights is not required to comply with this law. The frequency with which buses are per mitted to stop on the highways needs care ful consideration. Some people fed that loading and unloading stations should be spaced at greater distances. However, par ents of some children affected feet that the heavier the traffic, the mote frequently should the school bus stop in order to keep to a minimum the distance pupils are re quired to walk along the heavily traveled highways. transporting pupils to cmr More and more school buses bring diildrai to special schools in the cities, hence giving rise to new problems. In general the "stop law" applies only upon highways "outside of business or resi dential areas," However, on June 7, 1957 the city council of Chicago enacted an or dinance which requires motorists traveling within the limits of the dty of Chicago to stop from cither direction when a school bus has stopped to toad or unload children and said motorist shall not proceed until the school bus resumes motion, or the visual signals are no longer actuated This creates situations confusing to motorists traveling m Cook County. SUPERVISION OR VEHICLES There are a large number of vehicles used in pupil transportation by public school districts, private schools and private opera tors on nen-reimbuxsabJe routes. Since the jurisdiction of the County Superintendent of Schools in supervising school transportation is limited to those pro grams reimbursed by the state, we find there is no other state agency that can exercise supervision and control ever these vehicles. It is true that these vehicles are required to pass a "truck inspection" but there is no state agency to cheek to see that this is done In many oties including Chicago, we find charter bus service provided by a private or common carrier for a fee on an indi vidual basis. This is not school transporta tion but it is so viewed by many parents. They fait to see why the County Superin tendent of Schools does sot supervise them. It is essential that these operators be re quired to meet the standards established for regular school transportation. CITT PASSED RULING Since the state of Illinois hat failed to control these carriers, the City of Chicago decided to do something about it On June 7, 1957, the City Council passed art ordi nance which requires registration of all vehicle* used in transporting children to or from any school, day nursery, day care center, day tamp, play group or any regu larly conducted public or private educa tional, religious, recreational or care pro gram within the limits of the city of Chi cago. Any vehicle used in the above pro grams must be properly registered with the Public Vehicle License Commissioner. Among other things, this new city ordi nance*. Defines "School Vehicle " This is not the same as the legal definition of a school bus. The Illinois School Code defines a school bus as every motor vehicle of the second division operated by or for a public or governmental agency or by a private or religious or ganization solely for the transportation of pupils in connection with any school activity. Requires registration of all such ve hicles. This will prohibit the operation of a school bus at alt unless it is regis tered with the Public Vehicle License Commission and a certificate of regis tration issued therefore by the Commis sion. We objected to this section of the Ordinance because we felt that school buses operated by a board of education and supervised by the County Superintendent of Schools should be exempted from this requirement 113 1957 National Safety Comgreu Provides a registration fee. Can the Gty 0i Chicago thus tax a school dis trict? If so. is payment of registra tion fee good public policy? Provides for inspection of school ve hicles m order to determine the capac ity. Publif school bases are checked by other procedure and under regulations by the State Superintendent of Public Instruction. Regulations of the govern ing bodies will be in conflict Safety requirements. Every school vehicle shall have four doors and be equipped with a device or devices by which ech door may be locked from the inside. This is in conflict with the rules and regulations of the Superin tendent of Public Instruction. It would outlaw the standard, conventional type of school bus which has only two doors, and would violate the safety standards by having doors locked while trans porting pupils. Requires inspections by the Publie Vehicle License Commissioner prior to the issuance of certificate or registra tion and at such other times as he selects. This would have the effect of duplicating inspections and expense in connection therewith. We believe that the action taken by the City Council m controlling these vehicles was necessary and we hope the State wilt do likewise. However, it seems the ordi nance should have omitted references to buses or vehicles operated by the public schools or by a driver employed by the public schools. Transportation of school children is all regulated by State law and rules and regu lations issued by the Superintendent of Public Instruction. Many of these features included in this ordinance will lead to dupli cation. confusion and additional expense to the Chicago Board of Education and other snburbon school districts. RECOMMENDATIONS A continuous program of traffic safety education ts needed including proper con duct is entering, leaving, and riding the bus. 1. We recommend that parents be advise! of the school's bus safety program and they should understand what is expected of their children. 114 2. We recommend that bus transportation safety be frequently mentioned at P.T.A. meetings. 3. We recommend to the school authorities that they should explore the possibility of providing a proper bus loading point at the school, preferably a platform, or raised surface bounded by a curb. It should be located so that the bus does not stand with any part of the main traveled portion of the roadway and, if possible, away from the path or area usually traversed by children on foot 4. The Superintendent and Principal should ride buses occasionally to check person ally on the efficiency of bus and patrol operation. SAFETY PROGRAM IDEAS 5. la teaching safety in schools we sug gest that the following be included in the safety program: a. Gass discussions of school bus safety * rules is one of the best ways to im press pupils with their part in the safety program. Ik Gear explanations of traffic regula tions and bow they affect school bus safety should be giva in efassroom courses. c. Outline the rules which the individual should observe while going to and from the bus, and while traveling on it. d. Review these rules over and over until the pupil is thoroughly familiar with his port in the safety program. e. Every step in the training should be planned as carefully as is a regular course, with study assignments and classroom discussions. PRACTICE ON MSB f. Practice in getting on the bos and leaving the bus. Cartfemness m leav ing the bus can tmatterbalance the most stringent vigilance by the driver, g. Failure to observe proper safety pro- endures in the bos can cause serious accidents. Pupils not be constantly alert for their own protection; they must be reminded again and again that safety does pay. , h. Bua safety will be wmiibtri impor tant by the children only if tochers School and College Safely continuously show interest in and give proper emphasis to the subject. Transport*ting safely 40,000 children to and from school daily U a tremendous re sponsibility. It is too big a job to be as sumed by any single group of authorities. Roads and vehicles improve continually, but there is no way yet devised to engineer the danger out of human carelessness and shoughtlesoiess on the highways. These are human factors which every law enforce ment agent, school official, teacher, parent. pupil and motorist must constantly strive to eliminate Providing safe school transportation re quires ``teamwork." We need the earnest cooperation of the load Boards of Educa tion, Highway Deportments, parents, the general public. State and Local Police Offi cials. Moat of all, when you have cooperation of students with the bus driver, you arc on your way to achieving your primary objective--safe school transportation^^ THE NATIONAL SCHOOL BUS PROGRAM WHAT IT IS hy RAY PIINCI secretary. School Bus Advisory Committee, National Safety Council This paper deals with the newest activity of the Motor Transportation Division, the national school bus program. We feel that the school bus driver is an important person in any school administra tion.^ He spends only a few hours a day at his job and most of that time he is away from the school grounds. But be plays a vital role and deserves more help and recog nition for tiie job be does (day. The ability to drive a motor vehicle safely is regarded as a pretty ordinary stall. Prac tically every adult is familiar with the mo tor vehicle and can operate it satisfactorily. Most of us have learned to drive from our fathers or from a friend and in most cases that training consisted ooty in learning how to make the car go and stop and how to steer the thing. DRIVING SAF&y TARES SKILL We picked up a knowledge of traffic rides and regulations more or less by chance. As a result we think driving is easy and driv ing skill is taken more or less for granted. But the ability to make a car go, turn and stop is ooe thing. The ability to drive safely is quite another. Last year while practicing the common ordinary skill of driving, we lolled 40,000 people in this country. Driving is easy, yes. Driving safely apparently requires something extra. It is that something extra that our motor transportation service for school bus opera tors is designed to give. The most important thing about our pro gram is a point of view. For an example "What do you mean by safe driving?" Some of you might say that it means knowing and obeying all* the traffic rules and regula tions. After all, these regulations were made in the first (dace with safety in mind So all we have to do is obey than and we'll get aloog fine. But is it any guarantee that we will get along fine? You and I both know that it is no guarantee at alL We get the green tight and proceed through the intersection. We are obeying a traffic regulation. But the other driver, who' thought be could go through before the yellow changed to red. smacks into us. We have an accident, or our school bus has an accident. Our driver is legally in the right, but that is small consolation if children are injured or killed as a result. We can be 115 1957 National Safety Congress legally right and still have fatalities and injuries and big repair bills. The other fel low may not have any insurance or any money to pay the damages. Tf that is our concept of safe driving, to be legally right, we are covering only part of the problem. We are leaving our school buses and* our school passengers ex posed to the whims of the other fellow. He may not know or care about traffic regula tions. Our point of view toward safe driving has got to be bigger and broader. It must take in not only the operation of our ve hicle but the operation of the other vehicle as well. You may ask--"How can we drive the other friknv's vehicle for him?" The an swer is that of course we can't drive the other fellow's vehicle. But we can drive our vehicle always in relation to his so that be can't run into us. That is the concept of defensive driving. DEFENSIVE CHIVING A defensive driver obeys the green light, yes. B"* he also looks both ways to make sure that intersecting traffic has stopped and obeyed its light before moving. A defensive driver conies to a stop at a stop light as the law requires, yes. But he also takes care to slow down gradually be fore coming to a stop so that the vehicle behind him will not run into his rear end. A defensive driver uses the correct pro cedure in making a left turn. He positions his vehicle in the left lane and puts his arm straight out or uses his left turn blinkers. But he also looks to the rear to make sure that traffic behind has seen and is obeying his signals. A defensive driver keeps to the right as the law requires, but he also is alert for persons getting out of parked cars on the street side or children running out from between parked cars. CUTS OWN SPEED LIMIT A defensive driver obeys the speed limits. But if the streets are slippery from rain, snow, or ice, he keeps his speril down even further so as to be able to stop in time If an emergency arises. This is the concept that we teach through our booklet "For Experts Only," through the monthly Safe Driver magazines our monthly driving letters, and other training materials. Our program also provides a means for keeping score, the safe driving score for each individual driver. It works like this. We require that a driver make out a com plete report of every accident he has, and by an aeddent we mean "any contact be tween our bus and another vehicle, person, or fixed object which results n death, per sonal injury, or property damage. Such contact must be reported as aa accident re gardless of who was hurt, what property was damaged or to what extent, where it occurred, or who was responsible.*' We require a report of every aeddent that fits this definition. Now you might say that this is carrying the thin* to extremes to require reports of every little dent, nick, and scratch. You may say. Z am not too concerned about those, but I am afraid of those major collisions. Those are the acci dents I want to prereit. The others we can take in our stride. REPORT MINOR ACCIDENTS The reason wt require report* of every aeddent, even the tittle caws is this, ft is not the size of the aeddent that concerns us. It is the unsafe act that caused It. The same unsafe act can cause a minor aeddent or it can cause a fatality. The unsafe act of handling up to a stop tight and coming to a sodden stop may net cause an accident the first time or the seond time, but eventually there may be a heavily loaded truck following you with bad brakes and he may plow right into the back of our bos. You can't pick out the size of accidents you are going to prevail. The severity of the aeddent is up to chance factors alone. You can, however, control unsafe acts. And requiring a report of every accident, even the minor ones is your most important means of controlling these unsafe acts. Let us say that your driver come* in to you with a report of this kind of an acci dent. He was driving along the highway in a downpour following another vehicle whkh suddenly stopped. Our driver slammed oa his brakes but ran into the vehicle ahead doing very slight damage. 116 School mi College Safety DEALING WITH ACCIDENT VICTIM He has had the accident; be fas made up his report and comes to you with it. Now what do you do? Do toe bewl him out and tell him to drive more carefully, or do you look at the slight damage involved and say, "Well Joe. tuddfy it wasn't a bad accident Try to be more cuxftd next time." Neither bawling the driver oat nor <* ; missing it as a minor matter docs any good in improving the safe driving ability of this driver. The only reason yon want this driver to come in and talk with you is so that you can help him prevent lias kind of accident from occurring in the futnre. This interview between yon aad the driver is a mighty important one for him and for the safety record of yottr school bos fleet. And for this occasion, our program also provides you with a point of view. ! TWO TYPES OF ACCIDENTS 1 said that our program provided a mom of keeping score. We do it by grading ac cidents other preventable or aco-prevent able. A preventable aeddent is simply one m which our driver failed to do cirrythiag possible to prevent the acudait. A non-pre ventable aeddent is one in which Ac driver did everything he could reasonably be ex pected to do to prevent the accident, but the aeddent occurred in spite of all these precautions. Our Safe Driver Award is based on the ability to drive without having preventable accidents. We don't charge against the driver those aeddents he did everything he could to prevent That would simplify the administration of the Safe Driver Award plan, but we think it would be unfair aad poor psychology. If drivers were charged for every acci dent regardless of whether they were prac ticing the principles of defensive driving or not, we feel they would soon lose interest in your safety program. However, if they realize that their driving is going to be traded on a fair basis, they are going to strive to stay out of accidents. fn the interview, you will discuss the aeddent from the point of view of whether nc could have done anything to have pre vented the aeddent fa this case, be ran into the rear end of another vehicle. He may claim that the weather was bad aad that his windshield wipers were not working too weU. You must point oat to him that bad weather Is no excuse. A lot of driving must be done in bad weather. A defensive driver adjusts his speed to these weather coocfiticns so that he can stop in time. As for the windshield wiper, he is re quired to check these items at ail times and see that they arc is good operating condi tion. If It was not in good operating con dition at the time be took the bus out in the morning, he shook! have had it repaired snmnfiately or, if this was impossible, ad justed his driving accordingly. During this interview, you should have before you the record of this driver's past accidents. These may reveal that the driver has had the same bad habits in the past, carelessness about inspecting his vehicle be fore firing It out--not allowing enough dis tance between hi* vehicle and the vehicle ahead. If you are like most administrators, you would call this accident a preventable ac cident and charge it against this driver's record. That means that he will not get his Safe Driver Award for this year. For net practicing the principles of defensive driving, you are not penalizing the driver, yea are merely withholding a reward. NSC DflJYBt AWARD RULES The special features of the National Safety Council award are that a driver must drive one school year without a pre ventable aeddent for a one-year award. He must drive two consecutive years without a preventable aeddent for a two-year award, and three consecutive years without a pre ventable aeddent few a three-year award. lip to the time the driver earns His three year award he is in what is known as the proving period phase of the award program. Any time he does have .a preveitable acci dent, he must start from scratch and try again at building up a record of three con secutive years without a preventable acci dent. Once he has earned his three year award, however, he is on a plateau known as the penalty period. Now if he has a preventable aeddent he is charged one school year for St In other words if he normally would 117 1957 National Safety Congress he eligible (or a four year award on June !, 1958, and he has an accident in Decem ber, he must drive without a preventable accident until June of 1959 in order to win the four year award. If he has another preventable accident before he reaches this point, the date of his award is moved up still another year to i960. AWARDS IMPROVE DRIVING Do driver's drive differently when they are under an award plan like this than they would if your school had no award pro gram? Experience in motor transportation fleets indicate conclusively that they do. And those school administrators who have used this program will agree. The program involves more than the pro vision of a small piece of Jewelry. Just remember that it based on a standard of safe driving performance that your drivers come to understand. They know that you understand this standard also. You are both speaking the same language. You both un derstand what is meant by the principle of defensive driving. The driver also knows that you are keep ing score. He likes this, because he knows that while you keep a record of his acci dents. you also are keeping a record of his safe driving time and if he meets the requirements of the award he wifi he recog nized for it. He knows also that the award he receive* is universally recognized as the badge of ait expert driver--it Is the emblem of the pro fessional driver in all branches of motor transportation -- and that includes track drivers, city bus drivers, inter-ctry bus drivers, taxicab drivers, police in state and municipal police car fleets, drivers for pub lic utilities, and in many other branches of driving. More than 100,000 of these awards are earned annually by such drivers. For that reason it is universally recognized. You in the educational field know the value of accreditation. You would not go to a non-accredited school, because your credentials might not be universally honored after you had completed your study. We fed that this award plan, because it is sponsored by an agency that is chartered by Congress and because it is so universally used, has that kind of accreditation. Yes, drivers will strive to earn this award and to do so, they know they must practice the principles of defensive driving -- that something extra which means the difference between operating a vehicle and operating a vehicle safely---the difference between get ting your pupils bade and forth to school safely day after day.^ WHAT IT MEANS TO A STATE DEPARTMENT OF EDUCATION by C. WESLEY DANE director, Division of School Traffic Safety Education, Indiana State Department of Public Instruction, Indianapolis, tnd. Perhaps the greatest value of participa tion in the National School Bus Program is die rather obvious one--by being a part of this program one achieves "status." It is conceivable that a local unit or a state organization could develop a creditable pro gram of recognition and plan of award distribution. But when one becomes part of a plan which is national is scope, the bene fits to be derived are immediately enhanced. School bus driven in Indiana know that they are a part of a program which recog nizes fleet systems and individuals all over US the United States and that their awards are of the highest caliber. Our school bus drivers know that their record has been established in a central repository and that it will remain cumulative for all tune. Experience as a college professor and service in a branch of the state govern ment has convinced me that the demand for work never catches up with the supply of available time. Therefore, it seems (o me that another advantage of national affili ation is the outside stimulus toward achieve ment. School and College Safety NATIONAL AWARDS GET NOTICE You have heard it said that "The wheel that squeaks the loudest, gets the grease"; and I fully believe this to be a truism. It is conceivable therefore, that in the press of events certain tilings, many worthwhile things, may be delayed or denied because of the pressure of some other demand. When national leadership is involved, as it is tn the giving of a Safe Driver Award, there is constant supervision, encourage ment and assistance which preclude pro crastination or failure. While the Safe Driver Award is ia itself prized by the recipient, it is a means to an end as far as a Department of Education is concerned. It makes necessary the keep ing of records and submitting repoits. Its administration gives the deportment a con tact with national leaders who serve as fre quent reminders of organization needs. The introspection occasioned by these frequent contacts stimulate self-appraisal and en courage new avenues of approach. Since we are in our second year of par ticipation, we caanot provide data and would not presume to offer statistics. Whether this program has Influenced drivers to make and maintain aeddent-free records is not known. It would be entirely presumptive to main tain that any change in record is doe to any one cause. CONTACT WITH DRIVERS We firmly believe that accident records are the result of many causes and that to achieve an accident-free record requires ef fort and emphasis along many lines. How ever, participation in a National School Bus Program establishes a regular contact with bos drivers which might not otherwise exist and this contact bears positive results. One would not ordinarily think of a school bos driver as a correspondent, yet oars write us often and it is gratifying to receive their voluntary contributions. It is an evidence of their interest and their ac ceptance of our leadership. From the evidence of interest on the port of school bus drivers, from our conviction that the program Is sound, from the Im petus that it gives toward improvement, we are grateful. We are most appreciative of the support of the Farm Bureau Mutual Insurance Company of Indiana, without whose financial backing the program would not be at all possible; but more than this, we appreciate the unselfish cooperation of the Farm Bureau Safety Engineering De partment and the program it helps us con duct. While the National School Bus Program may not be the total answer to safety prob lems involved in transporting school chil dren, such a program is an excellent corner stone on which to build. Ak WHAT IT MEANS TO A STATE MOTOR VEHICLE DEPARTMENT by WALLACK N. HYDE chief, Records & Driver improvement Section, Dept, of Motor Vehicles, Raleigh, N. C In discussing this topic, I think that it is appropriate that I should first explain the Department of Motor Vehicles' respon sibility to pupil transportation in North Carolina. In addition to the usual responsi bility of certifying school bus drivers, we also have the major portion of the responsi bility of training drivers. Inasmuch as approximately 90 per cent of the 8,000 school bus drivers ia North are student drivers, the training of drivers rep resents a tremendous job.' To carry out this responsibility on the level that the importance of the job de mands. the Department has employed 55 teachers on a full-time basis who spend ap proximately 80 per cent of their total time training adioot bus drivers. To answer the question "What the Na tional School Bus Program Means to the 119 19S? National Safety Congress Department of Motor Vehicles?" I would like to discuss it in three separate phases. There are three major areas in a sound accident prevention program; namely, selec tion, training, and supervision of drivers. ARE MORE SELECTIVE In respect to selection of drivers, 1 would say that the Accident Prevention Service of the National Safety Council offered a splendid opportunity for us to be more se lective in picking drivers for our school buses. It has become increasingly more diffi cult for us to encourage the better qualified students m our public schools to become applicants for a school bus driver's position. This has resulted, primarily, from the in adequate pay scale in our state. The state salary scale for school bus drivers is now $25.50 per month, and in the heavily populated areas of North Caro lina. it is not difficult for an energetic high school student to find after-school em ployment that will cam him a salary su perior to the monthly school bus driver's salary on a weekly basis. Inasmuch as the award presented by the National Safety Council represents achieve ment and is internationally recognised, we believe that it will stimulate interest in some of our better qualified students to be come school bus drivers. Moreover, wc be lieve that it will add sufficient dignity and prestige to the position to attract many girl applicants who are not otherwise interested in becoming a school bus driver. HELP FROM IN-SERVICE TRAINING In terms of driver training, we have found that materials provided by this pro gram will contribute a great deal lo our training program. This is particularly true of in-service training. The news tetters and pamphlets distributed monthly to each driver can be used to a great advantage for monthly driver meetings. However, this program can make its greatest contribution in the area of super vision. We all know that many accidents would not have happened if the supervisor or the person who trained the driver had been present on the bus at the time the aeeideit occurred. Since it is neither prac tical nor possible to provide this type of supervision, some stimulus is needed to en courage the driver to remain alert at alt times while operating his vehicle. The fact that the driver recognizes that he must maintain an accident-free record to be eligible for an award will help keep the driver's attention focused on his driving. During the 1956-57 school term, 35 coun ties in North Carolina purchased a manbership to the National Safety Council Acci dent Prevention Service Primarily, because of my interest in this program. I have ob served closely conditions pertaining to school bus operation in these counties during the past year. NEEDS PROPER ADMINISTRATION The results have been what you could have expected--in the counties where the program was properly administered and em phasized--there has been a definite improve ment in the overall efficiency and safety of the operation. In counties where the pro gram was given little attention and no spe cial emphasis, there was little or no appre ciable change in the operation of the pupil transportation system. This program, like all other accident prevention program, will not produce results unless it is given the proper administrative attention. We believe that this program, from the standpoint of cost, represents the best buy that we know of in this field. In fact, many of the counties in North Carolina are paying more for pins that do not com pare in quality to the pins provided by this sen-ice, than the entire Accident Prevention Service costs. Most significent of all--these awards do not offer the prestige and international rec ognition that is associated with the award provided by the Accident Prevention Serv ice of the National Safety Council dh School and Cottage Safety NEW HIGHER EDUCATION SECTION By action of the School and College Conference ca October 20. IVoT ind by the Board of Directors of the National Safety Council ce October 21, 1957 a Higher Educaaca secsea mu created within the framework of the conference as a means of expaa&ag the CotmdTs activities in saiety education and accident pre vention in all colleges and aahrtrsitks of the country. Activities at the level of higher education are not new to the School and College division in view of the Campos Safety committee which has been devoting its atten tion to practical problems of safety tn and about the college community for a num ber of years. This cobkbzmc was activated as a formal part of the Council structure in 1956, the forerunner of a section. The new Higher Education section m addition to the Campus Safety committee will also include committees os research, and higher education. The Research Group will devote it* attendon to the promotion of educational research in the field of safety in colleges, and to tbe preparation and release of materials to indicate research which has been done in the past, is needed, and suggested techniques of conducting research studies. The Higher Education committee will be concerned with curricula and course construction in safety, as well as the integration of safety in other courses of instruction at alt levels of education and suggestions for teaching methods. The new structure of higher education reactivates the Higher Education com mittee which was placed on tractive status to 1952. due to curtailment of programs, but also expands activities in view of the heightened interest and participation at the university level, /oha W. HilL director of persecute! insurance and safety for the Texas A. fc 31. College system. College Station, Tex. has bees one of die active proponents of expanded activity at the higher level of education, and was instru mental in the creation of the new Section in which be serves as interim chairman. Clayton W, DeUem. safety oigtneer for Purdue University is chairman of the Campus Safety committee, while Dr. Herbert j. Stack, program associate of the Center for Safety Education. New York University. New York, heads the Research Committee. 120 121 I OFFICERS OF THE SCHOOL AND COLLEGE CONFERENCE NATIONAL SAFETY COUNCIL 1957-58 Vice-PrtiiieM for SckooU md Colleges--LOWELL B. FISHER, state chairman. North Central Association tor Colleges and Secondary Schools, University of Illinois; Urban*. IH Choirmm of tke Conference--ZENAS R. CLARK, administrative assistant, Wilmington Public Schools. Wanngeoo. DeL Vice-Chairman for Etememka j E4m~ation--VICTOR E. LEONARD, principal. North Wants School, Grewkh School District. Riverside, Com. Vice-Chmrmm for Sexomimj gdbrori-- NORMAN GORE, asristant superintendent of Schools, Dtatar, QL Vice-Chairman for Wglir Eimneimm JOHN W. HILL, director, Workmen's Corapensa* boa Insunmcg. Tans A t E GpOtfc Syrian, College Station, Texas. Vice-Chairman for Drierr Einntien AMOS E. NEYHART, administrative head. Insti tute of Public Safety. Puau/liaa State Univcraity, University Park, Pa. Vice-Chairman for Snfertimion amd Special df-lVAN J. STEHMAN, chief, Div. of Highways and Safety Edtscattott, State Dept, of Public Instruction, Harrisburg, Pa. Secretary--WAYNE P. HUGHES, director. School aad College Division, National Safety Council. Chicago, IB. I9S7 CONGRESS PROGRAM COMMITTEE Chairman--DALIBOR. W. KRALOVEC. Philadelphia. Pa. Secretory--ALVIN E. HOUK, University, Ala. ifembers--CLAYTON W. DE MENT. West Lafayette. Iod; 6. J. DORR, Fond du Lac. WU.; TOM S. GABLE. Pittsburgh. Pa.; JAMES J. GRIFFIN, Chicago, EL; JOHN T. HAACK, Davenport, Iowa; FRANK B. JEWSON, Superior, Wb.; RICHARD K. KLEIN. Bismarck. N. O.; CHARLES J. KRAFT. Jtr,, Brooklyn. N. Y.; W. D. McCLURKIN, Nashville, Tern; HELEN MANLEY, University Gty. U&; PAUL W. SEAGERS, Btoonangmu, Iod.; LESLIE R. SILVERNALE, E. Lansing; Mich.; FRANK a STANGEL, Milwaukee, Wu.; MARTHA C. STEVENSON, Philadel phia, Pa.; JOHN L VICKERS, Frankfort Ky,; MARY MAY WYMAN, Looisvilk, Ky.; W. C YEAGER. Sioux City, Iowa. ' Stof Repreteulattoe--VIVIAN WEEDON, National Safety Countal, Chicago; IB. I9SC CONGRESS PROGRAM COMMUTES Choirmm--h DUKE ELKOW. Madison, Wis. Secretory mi Staf Representative--MARIAN TELFORD, National Safety CouocB, Chi cago; OL 123 Members--HARK J. DONDERO, Cambridge, Mas*.; FITHIAN S. FARIES, Lexington, Ky.; LONNIE GILLILAND. Oklahoma City, OUa.; DEVONA L. GRIFFITH, Dayton. Ohio; JOHN T. HAACK. Davenport, Iowa; EARL D. HEATH, New York City; RALPH M. HENDRIX, Colombia, S. C; JOSEPH INTORRE, University Park. Pa.; STANLEY McKEE, Highland Park, lit.; MARY RAPPAPORT, Albany. N. Y.; J. J. SMALTZ. Manhattan, Kans.; A P. SMITH. JR, Jackson. Miss.; MARY K. SPENCER. Malden. Mass.; JOHN TAMMERYN. Tampa. Fla.; VIRGINIA WHEELER. Louisville, Ky. IW CONGRESS PROGRAM COMMITTEE Chairman--MAY HAZARD, Hamtnunck, Mich. Secretary--A L. CUNNINGHAM. Gao*. Ind. Ucwbrr*--HOMER ALLEN, West Lafayette, Ind; FITHIAN S. PARIES. Lexington. Ky.; HARRY D. FLETCHER, University Park, Pa.; JOSEPH GIBSON. Clear water. Fla.; R. W. JONES. Keokuk. Iowa; HELEN K. KNANDEL. Washington, D, C; RUTH JEWELL, Raleigh. N. C.; HAROLD A. SEEKAMP. Jeffenccitown. Ky.; GLENN F. SHUPE, Springfield. Ohio; DARLEEN BELL STEPHENS. Nashville. Tenn.; BERTHA TRUXNELL. Louisville, Kv.; LESTER C WINDER. St. LooiS, Ma; ELIZA CALLAS, Kensington, Md Staff Representative--DANIEL P. WEBSTER, National Safely Council. Chicago. 111. DRIVER EDUCATION SECTION General Chairman--AMOS E, NEYHART, University Park, Pa. Immediate Past General Chairman--EDWARD R. ABRAMOSKI, Erie, Pa. Fice-Chairman--RUSSELL I; BROWN, Des Moines, Iowa. Secretary--THOMAS A. SEALS* New York City. Staff Representative--IVAN L. ELAND, National Safety Council, Chicago, IIL ELEMENTARY SCHOOL SECTION CAoi'mwn--"VICTOR E. LEONARD, Riverside, Com. Fice-Chaimum--STANLEY W. McKEE, Highland Park. IIL Secretary--THELMA STOKES. Ajo, Ari*. Staff Representative--VIVIAN WEEDON, National Safety Council, Chicago, IIL HIGHER EDUCATION SECTION General Chairman--JOHN W. HILL, College Station, Texas Staff Representative--DANIEL P, WEBSTER, National Safety Council, Chicago .III. SAFE!/ EDUCATION SUPERVISORS SECTION General Chairman--IVAN J. STEHhtAN, Harrisburg, Pa. Immediate Past General Chairman--CECIL G. ZAUN. Los Angeles, Calif. Vice-Chairman--HAROLD K. JACK. Radnend, Va. 5Vrrr/ary--VIRGINIA WHEELER. LeamiOe. Ky. Staff Representative--CHARLES A. FRENOL Kukml Safety Council. Chicago. III. AMERICAN INDUSTRIAL ARTS ASSOCMIIOMMATIOHAL SAFETY COUNCIL SAFETY COMMITTEE Chairman--DOSALD PETERS. Arlington. Va. Staff Representative-- WAYNE P. HUGHES, Director. School and College Division, National Safety Ccwmril. Chicago. UL AMERICAN VOCATIONAL ASSOCIATION-NATIONAL SAFETY COUNCIL SAFETY COMMITTEE Chairman--J. E. TE POORTEN, Madison. Wis. Staff Representative--WAYNE P. HUGHES, Director. School and College Division. National Safety Council, Chicago. IIL CAMPUS SAFETY COMMITTEE . Chairman--CLAYTON W. DE MENT. Lafayette, Ind. Fice-Chairman--ARTHUR F. BRANDSTATTER, E. Lansing. Mich. Jrfrrfofy-IOHS MORRIS. Champaign, 111, Staff Representative--DANIEL P. WEBSTER. National Safety CoundL Chicago, IIL HIGHER EDUCATION COMMITTEE Interim. Chairman--JOHN W. HILL, College Station, Texas. Chairman, Steering Committee--J. DUKE ELKOW, Madison, Wis. Staff Representative--DANIEL P. WEBSTER, National Safety Council, Chicago, III NATIONAL SCHOOL SAFETY HONOR ROLL COMMITTEE General Chairman--ALFRED L PAPILLON, Chicago. 111. lodges--HRS. P. D. BEVIL. Sacramento. Calif.; RUSSELL I. BROWN. Des Moines, Iowa; A. L. CUNNINGHAM. Garv, Ind; MAY F. HAZARD, Hamtramck, Mich.; RUTH JEWELL, Raleigh. N. C; WALTER D. LADD. St. Joseph. Ma; FORREST E. LONG, New York City; GEORGE P. SILVERWOOD, Green Bay, Wis. Staff Representative--IVAN L. ELAND, National Safety Council. Chicago, IIL RESEARCH COMMITTEE Chairman--HERBERT J. STACK, New York City. Staff Representative--DANIEL P. WEBSTER, National Safety Council, Chicago, IIL 125 SCHOOL PLANT PLANNING COMMITTEE Chairman--THOMAS J. HIGGINS. Chicago, HI. Staff Representative--MARIAN TELFORD, Nation*] Safety Council, Chicago, IIL SCHOOL TRANSPORTATION COMMITTEE Chairman--W, T. EDGREN, Des Moines, Iowa. Staff Representative--MARIAN TELFORD. National Safety Council. Chicago. IQ. STANDARD STUDENT ACOOENT REPORTING COMMITTEE Chairman-1THELMA REED. Kansas City. Mo. Staff Representative--MARIAN TELFORD, National Safety Council. Chicago IQ. SECONDAfty SCHOOL COMMITTEE--Inactive 126 Other Volumes in this Series User* of this volume will find much value in its companion volumes. Here is the Bit: Vol. No. TITLE Stock No. 1 General Worn and Detailed Index to all Vslunes.................................... . 0Z2J7-* 2 Aviation; Aeronautical Industries Section A Air Transport Section................ 0ZL2J--2 taste Step* in Accident Prevention................................................... .. 022-77--1 Cement end Quarry Industries.................. ........................................ .. Q22J7 4 5 Chemical ladurtrics ................ .................................. ................... . CQ12J--0 4 Cnaf Mutiny Industry..................................................................................... . *2UW 7 Construction Industry and Public Employment (Public Employee Section)... 02127--7 t Electrical Equipment Industry end Public Utilities................ .................... - 022-27--$ 9 Perm Safety .................................................................. -......................... -......... 02227--S 10 Fertiliser Indurtry ........................................................................................... . 02i27--H It Peed, Meat Peekiny t Leather Industries, Trades and Services........ .. 02227 11 12 Glass and Ceramics Industry and Rubber industry............ .. 02227--J2 12 Home Safety...................................... ............................................................. .. 02L2T--<1 14 Industrial Subject Scseiena (Sponsarcd by ASSE)............................ ................ 07777--I* 15 Labor ..........................................-- ................................... ............................... 02Z27--I* 14 Maritime industries (Marine Section).............. .................................... 07777--24 17 Metals Industry ................................................................. ......................... .. 01127--17 It Metals Products Industries (Automotive and .Machine Shop Station Power Prose and Fnryiny Section)...................... .................................. .. 071,77 -10 IT Mininy Industry .................... ....................... ..................................... .. 20 Motor Transportation Industry (Commercial Vehicle Section)........ . 02227--17 027.27--20 21 Occupational Health Hurting Section.................. ............................. ............... 077.77--71 72 Petroleum Industry ........................... 02227--22 Prrntiny and Publishiny Industry................ ........................................................ 02227--23 24 Pulp and Paper Industry.......................... ............................. ................... . 02227--24 25 Railroad Industry .............................................................................. 022J7--2* 24 School and Colleyc Safety................................................................................. 02227--2* 27 Traffic Safety ...................................................................... ................. ......... 022J7--17 21 Transit Industry ................................................................................................... 0Z2J7--Zf 2T Wood Products and Textile Industries . .................................................... 022.27--If 30 Early Morainy Sessions. "Hwnaa Relations and Men Msaayement**........ 077 77--30 [957 | CURRENT SAFETY TOPICS TRAFFIC SAFETY Volume 27 PRICES OF EXTRA COFIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages-- 23 to 4$ pages-- 49 to 96 pages-- Over 96 pages-- 1 to 9 copies Each $0-23 JS .45 ,60 3S 10 to 99 copies Each $0.20 2S J7 30 JS 100 to 999 copies Each $0.17 25 J3 .45 JO 1000 or m. Each $0.17 25 23 .45 .70 Complete set of Current Safety Topics (30 vols.)--$930l Stock No. 022.17 All prices shown arc subject to a 10 per cent discount to National Safety Council members. Transactions of the 4Sth National Safety Comgreaa (October 21-25, 19S7, Chicago, 11L) NATIONAL SAKTT COUNCIL 42! NORTH MICHIGAN ATI. CHICACO II. 111. 2MMS02 peiereo to ..*. 022.27--2* 12S NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, ILLINOIS CONTENTS A Congressman Looks at Traffic Safety......................... Hon. Kenneth A, Roberts 5 Report on Plans for 1957 Public Officials Traffic Safety Conference..........................................................................Burton W. Marsh 8 The Highway Safety Program of the Governor's Conference____Frank Smothers 12 Report of the Traffic and Transportation Conference.......... .. ,T. N. Boete 16 A Practical Approach to Police Training...................................... Ervin H. Warren 19 Rural Enforcement Problems as They Relate to Speed......................... Fred J. Bly 22 Inventory--A Tool for Improving Traffic Programs...................Capt. E. L. Butler 25 Urban Enforcement Problems es They Are Related to Speed Violations And Their Apprehension......................................... ............. Capt. George Warner 27 Are Scientific Devices Improving Traffic Enforcement?.. .Anthony L. Schmctg 29 Promoting Public Relations of Traffic Courts {A Panel Discussion) The GFWC Traffic Court Program.......................................... Mrs. B. V. Todd Small Town Traffic Courts......................................................... Mrs. O. G. Rushing Remarks of Mrs. Agnes D. Beaton................ ............................................................. Remarks of Mrs. John E. Krueger. ....................................... ...................... 32 34 38 41 Are Drivers Failing Our National Safety Movement?.............. Arthur S. Johnson 45 Human Behavior and Its Relation to Traffic Accidents.... Earf D. Heath, Ph.D. 47 Automobile Crash Safety Research.................................... ............... Edward R. Dye 50 Research in Vision and Traffic Safety. ..................................Dr. Wendell E. Bryan 51 Road Design end its Relation to Traffic Accidents.....................Charles W. Prnt 54 This Question of Speed..................... ................................................. Linda Shuler SB The Engineer's Viewpoint................................................ ............. .. .Donald S. Berry 59 Iowa Driver Improvement Schools, Course of Study...............Bert L Woodcock 60 Promotional Idea Exchange {A Panel Discussion)..............Richard Q. Bennett 65 Officers.............. ............................................................ .................................... 67 2 LEARNING TO LIVE . . . Learning to live--safely--was the drawing card which brought more than 13.000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, pond discussions and symposiums, they acquired new ideas for helping others--and themselves--to live; work, and (day safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts hardy kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates interspace travel 1 Through sdence and technology, man is progressing to increasing speeds in travd and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a handy reference to different phases of accident prevention. The complete set of volumes are listed oo the back page of each volume Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the Natioaal Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Coogrcss participants, and not necessarily those of the National Safety Council. THE TRAFFIC SECTION This volume is a record of the sessions held at the 1957 National Safety Con gress by the Traffic Section. The conduct of these Congress sessions <ach year is only one of the many cooperative activities which the Traffic Section carries on in behalf of its members, and for the benefit of accident prevention work in public safety generally. The Section fives guidance-in the prepara tion of a great variety of technical and educational material useful in dayto-day safety. The activities of the section are under the direction of its executive committee, the members of which are listed in the close of this volume. 3 A CONGRESSMAN LOOKS AT TRAFFIC SAFETY by HON. KENNETH A. ROBERTS member, U. S. House of Representatives, Washington, D. C; member. Committee on Interstate & Foreign Commerce; chairmen, Speeiel Subcommittee on Traffic Safety The United States Congress is concerned with all problems confronting the nation and its citizens. Certainly the horrendous Bomber of traffic accidents, injuries, fatali nes. and property losses clearly places high way safety in the national picture. Auto mobiles lave long since ceased being as irtirk employed solely for Sunday afternoon aiouawamt. They lave become essential to the operatios of daily life Americana, Today, many automobiles traverse several itate bomadaries ods day. Thus, the driving habits of the otizsss of one state are impurtacr to the drivers of other states. In --xiar's Jhriag, soch widely traveling vehicles at a matter of mtrntate concern and not ate wtfreaxatcf fawve a very good example of this type 'i inarrwjtt travel la correspondence the inAerwaargnae <* Traffic Safety bad with the Near Mexico State Police, there was cnelmcd a de*crip6ca of a three-car accident which left its wake five dead and two entirefly auwed The acadent occurred at 3 1$ pust ox U. S. Highway 66 just I9$4 rules west of GaBup. X. M. The three driicrs of the cars were all legal resident* of California as were all the -'tiiuwwng eight passengers involved in the accident. This graphically illustrates that the kuJuct throughout the 49 states and the driven of each state are of concern to the entire nation and not just to their own states. NATION'S LOSS ALSO Epidemiologists term the annual slaughter upon the bloody altar of the U. S- highways as epidemic and a national health problon. I am tin sore that I and not point out that in addition to the great personal loss suf fered by the families of the 40,000 killed ow the highway each year, there is a loss suffered by the natioo--a loss of talent and potential futare caned income. This will give you just a thumbnail sketch of why your Congress is interested and is concerned about the nation's highway safety so much to that this problem is now being investigated by a special subcommittee, of which I am chairman. The Special Subcommittee on Traffic Safety was first appointed in June 1956 after the House of Representatives adopted a resolution to provide that a Congressional committee investigate the causes of automo*. bile aeddents to determine what action could b< taken to reduce such waste of human lives and property. The subcommittee held its first hearings in July 1956 and when Congress adjourned, the subcommittee took to the read to team what was being done tn different local areas to halt one of the nation's leading killers--the automobile on the highway. The subcommittee also made an inspection of the facilities of American Motors, General Mo tors. the Chrysler Corp. and the Ford Motor Co. SUBCOMMITTEE CAN AIO Because of the -tremendous scope of the study, the subcommittee was appointed again in the present 95th Congress and is con tinuing its investigation. In terms of age, the subcommittee is a fledgling compared to the organizations which have been doing excellent work in the field of traffic safety for many, many years. While at this time it is not anticipated that the subcommittee will undertake any original research, I do believe that the subcommittee can serve a valuable function in the field of safety. The subcommittee is a body vested solely with the public interest. The function which the subcommittee can perform, and which I think is highly valuable, is that of bringing together in one place, before aa impartial forum, all the work and research done in the many areas of traffic safety. S !95~ National Safely Congress Traffic Safety This past session of Congress, we had a good example of this function of the sub committee in the hearings which the sub committee held to determine the crashworthi ness of were held the 5ubcoW sideratioi^H^^H^^^^^^^PP^ented at the hearing, als^n^WffcJwrt which con tained its own opinioo on this safety device. In its report, the subcommittee stated its conclusion "favoring the installation and use of this safety device." This is an ex ample where the subcommittee, f believe, has performed a valuable sendee though immediate legislation was not its purpose. t would like to state, however, that I have personally sponsored a bill in the House which would provide that any auto mobile seat belts shipped in interstate com merce meet certain specifications established by the Bureau of Standards, so that when the public does buy a seat belt it is assured of purchasing one which will truly provide safety. It is my hope that the subcommittee will have an opportunity to give careful study to this legislative proposal in the next session of Congress. Another legislative proposal l hope will become law in the next session of Congress is the bill to provide Federal funds to assist the individual states in establishing driver education courses. The subcommittee held 6 hearings on this bill in the last session, but a shortage of time prevented the subcom mittee from taking any further action. In my opinion, the inclusion of driver education in the school curriculum can be of considerable value tn teaching future drivers good habits and good manners as veil as developing their mechanical skill in kandling today's powerful machines. This ining would naturally contribute to greater " ay safety. As one witness testified, we pt challenge the value of driver educaithout also challenging the value of itself. Id also like to point out that several de of young people who had had -aining indicated a substantial re in accidents and traffic violations. :ing this fact, some insurance con do not raise the rates in families ig persons driving the family car. ig the young persons have had driver _ Several states by law also now e that young persons seeking driver fees must take a driver education course ing of the law*s and rules governing the flow of traffic." The enactment of Mr. Bearner's resolution would gram the consent of Congress to the several states to join in the formulation of a body that would have authority to legally prepare and promulgate legislation and regu lations, if needed, to meet the serious prj Jem of such losses in human lij' property now occurring on the nat^j ways. Through such an interst states could act jointly and solve a considerable`portu problem and would not state sovereignty or st or jeopardised. The interstate compact is i was established by thei pact and the Interstate) Prevention, both of successfully. Considerable interest Beamer's proposal has , number of the states* gi hope that the subcommitti road-tested and found ui good operating condition after such a test. It is my hope that this bill, also, will have the further study of the subcommittee m the next ses sion of Congress. In addition to these bills, in the next " 1" Jthe subcommittee ex- gtigation and work, jkros of traffic ' the human enforce- Due to the fact that some states can not afford to establish such education courses, amt because I believe that such education study and consideration to and act on this bill in the Congress, will be of great value in increasing safety LAIEL AUTO FITNESS on the Nation's highways, I expect to work hard in the next session of Congress to luve this legislation adopted. Congressman At- thorn Muller of^ York has introduced legislation known as the "General Motor Vehicle Act of 1957." PROMOTES STATE COMPACTS Another bill which is pending before the Special Subcommittee on Traffic Safety and which I think would be valuable to safety if enacted, is House Joint Resolution 221. which is now pending before the Traffic Safety Subcommittee. One section of this bill provides that automobiles shall bear a Certificate of Fitness label. The label would insure that the vehicle had been inspected and found in good working order and in sponsored by my able colleague and member complete accord with all specifications as of the subcommittee, Congressman John set forth in descriptive and advertising mat V. Bearner of Indiana. The purpose oi the ter. as well as that the vehicle had beat bill, sponsored by Congressman Beamer, u fcoming r5ubcom^nal hope rmciuded volJJTanufacturers in *St they are essential but that if such action were not taken voluntarily. I would urge Congress to enact the necessary legislation. The sole purpose of the Subcommittee on Traffic Safety is to work for greater traffic safety. It is our sincere desire to join efforts with established safety groups in making greater traffic safety a reality for all persons wherever they may live or travel. A. to grant the consent of Congress to the several states to negotiate and enter intoj compacts for the purpose of promoting highway traffic safety- in supporting his bill, Congressman Beamer told the subcommittee: , . It it essential that the laws regulating traffic safety be brought up to date. It is oi equal importance that there be some mcthoc of making these laws more standard among the many states tn order that people travel mg distances will have a better understand 7 1957 National Safety Congress This past session of Congress, we had a good example of this function of the sub committee in the hearings which the sub committee held to determine the crashworthi ness of seat belts. These hearings were held as It cune to the attention of the subcommittee that many conflicting reports had been carried In the press and much confusion existed in the public's mind re garding the true value of scat belts. The subcommittee sat as an impartial forum and invited testimony from persons, both proponents and opponents, who had done work relating to this safety device. Also, any persons who requested the privi lege of testifying on this matter before the sub-committee were hard. The witnesses included researchers, medical experts, gov ernment officials, and representatives from each of the five leading .American automobile manufacturers. FAVORS SEAT BELTS The complete text of these hearings soon fhould be available, free of charge, to the public, so that anyone who wishes to read the data exactly as it was presented to the subcommittee may do so and may form his own opinion on the value of seat belts. The subcommittee, after careful study and con sideration of all tbe testimony presented at the hearing, also filed a report which con tained its own opinion on this safety device. In Its report, the subcommittee staled its conclusion `'favoring the installation and use of this safety device." This is an ex ample where the subcommittee. I believe, has performed a valuable service though immediate legislation was not its purpose. 1 would like to state, however, that I have personally sponsored a bill in the House which would provide that any auto mobile sot belts shipped in interstate com merce meet certain specifications established by the Bureau of Standards, so that when the public does buy a seat belt it is assured at purchasing one which will truly provide safety. It is my hope that the subcommittee will have an opportunity to give careful study to this legislative proposal in the next session of Congress. Another legislative proposal I hope will become law m the next session of Congress is the bill to provide Federal funds to assist the individual states in establishing driver education courses. Tbe subcommittee held 6 hearings on this bill in the last session, but a shortage of time prevented the subcom mittee from *kt"g any further action. In ay opinion, the inclusion of driver education in the school curriculum can be of considerable value in teaching future drivers good habits and good manners as well as developing their mechanical skill in handling today's powerful machines. This training would naturally contribute to greater highway safety. As one witness testified, we can not challenge the value of driver educa tion without also challenging the value of education itself. I would also like to point out that several studies made of young people wbo had had driver training indicated a substantial re duction in accidents and traffic violations. Recognizing this fact, some insurance com panies now do not raise the rates in families with young persons driving the family car, providing the young persons have had driver training. Several states by law also now require that young persons seeking driver licenses must take a driver education course first. Due to the fact that some states can not afford to establish such education courses, and because I believe that such education will be of great value in increasing safety on the Nation's highways, 1 expect to work Hard in the next session of Congress to have this legislation adopted. PROMOTES STATE COMPACTS .Another bill which is pending before tbe Special Subcommittee on Traffic Safety and which I think would be valuable to safety if enacted, is House Joint Resolution 221, sponsored by my able colleague and member of the subcommittee, Congressman John V, Beamer of Indiana. The purpose of the bill, sponsored by Congressman Beamer, is to grant the consent of Congress to the several states to negotiate and enter into compacts for the purpose of promoting highway traffic safety. In supporting his bill. Congressman Beamer told the subcommittee; *\ . . It is essential that tbe laws regulating traffic safety be brought up to date. It is of equal importance tint there be some method of making these laws more standard among the many states in order that people travel ing distances will have a better understand Traffic Safety ing of the laws and rules governing the flow of traffic.** The enactment of Ur. Beamer** resolution road-tested and found tn good operating conditica after such a test. It is my hope that this bill, also, will have the further would grant tbe consent of Congress to tbe study of the subcommittee in the next ses several states to join in the formulation of sion of Congress. a body that would have authority to legally prepare and promulgate legislation and regu lations, if needed, to meet the serious prob lem of such losses in human life and property now occurring oo the nation's high ways. In addition to these bills, in the next session of Congress the subcommittee ex pects to continue its investigation and work, and will study specific problems of traffic safety in the goieral areas of the human factor in accidents, vehicle design, enforce Through such an interstate compact, the ment. and legislation. states could act Jointly and cooperatively to Studies of human factors contributing to solve a considerable portion of tbe highway traffic accidents will include the effect of problem and would not have any of their state sovereignty or state's rights usurped or jeopardized. The idea for such an alcohol on safe driving, the licensing of drivers and further consideration of driver training. interstate compact is not new. Precedent was established by the Interstate Oil Com pact and the Interstate Compact for Crime Prevention, both of which have worked successfully. Vehicle design, safety research and medi cal research projects will be gone into also, f was very pleased to note in a recent magazine article that the Cornell accident injury research statistics do show a reduc Considerable interest in Congressman Beamer'* proposal has been expressed by a number of the states* governors. It is my hope that tbe subcommittee will give serious study and consideration to H. J. Res. 221 tion in injuries due to improved design in certain safety features of the automobile. This is encouraging news to your subcom mittee and I hope that time will continue to show greater progress in this area. and act on this bill in the next session of I have frequently stated, since becoming Congress. Chairman of the Traffic Safety Subcom LABEL AUTO FITNESS mittee. that it was my deep personal hope that safety features would be included vol Congressman Abraham Mutter of New York has introduced legislation known as the "General Motor Vehicle Act of 1957," which is now pending before the Traffic untarily by automobile manufacturers in their cars as f feel that they axe essential to the public's health, but that if such action were not taken voluntarily, I would urge Safety Subcommittee. One section of this Congress to enact the necessary legislation. bill provides that automobiles shall bear a Certificate of Fitness labcL The label would insure that the vehicle had been inspected and found in good working order and in complete accord with all specifications as set forth tn descriptive and advertising mat ter, as well as that the vehicle had beat The sole purpose of the Subcommittee oo Traffic Safety is to work for greater traffic safety. It is our sincere desire to join efforts with established safety groups in making greater traffic safety a reality for all persons wherever they may live or travel, 7 REPORT ON PLANS FOR 1957 PUBLIC OFFICIALS TRAFFIC SAFETY CONFERENCE ' by IURTOM W. MARSH ehiimwi, PIannins Committee for the 1957 & 1958 Conferences. President's Committee for Traffic Safety Tuns for Dtcuioe" m&Uct that by 1966 traffic wiS hare increased by almost one half and if accident rates continue un changed--54.000 will be killed in traffic crashes and 1.900,000 will be injured per year. "Highway traffic and traffic fatalities in 1973" by S. T. Hitchcock, chief. Div. of Highway Transport Research, Bureau Roads, analyzes various growth factors and trends and comes up with a projection of 51.000 fatalities. But this statement ALSO recognizes that -TAINT NECESSARILY SO" (apologies to the writers of "Porgy and Bess"), if certain things arc done, then a better fatality record will result. It's going to take a lot of doin' but if we and others do what we're capable of doing, not only can the fatality rate continue to reduce but the 1966 fatality toil can be less than it is today--substantially less! I'd say Yf less; one whom I greatly admire ray* Yi less!!! And at the same time, traffic can and will be more orderly and flow can be expedited. But against the anticipated continuing rapid growth of traffic and an at-best too slow "catch up" program of highway im provement (despite the great expanded pro gram now getting up full steam) reducing traffic injuries and fatalities will be a big, challenging job. It's up to us to get on the job., NEW KNOWLEDGE WANTED There is much that w doo*t laww bat need to know about doutg this job. That's one reason we have high regard for the potential of the Robert's Committee work-- and why we enthuse over the Bureau of Public Roads Highway Safety Study (under capable Charles W. Prisk.) aa called for in Sec. 117 of the Federal Aid Highway Act of 1956. That's why we are encouraged to leam of plans for a group of highly intel ligent specialists in non-traffic fields who are going to take a fresh new look at this overall problem ta an intensive one-week "brainstorming" idea discussion get-together. Yes, these and numerous other new analyses, new researches, new approaches and experi ments arc fine--and much benefit win be derived! PRESIDENTS COMMITTEE DECISION Yet we already know enough about what many of the main measures are which need to be taken. The President's Committee for Traffic Safety's action program contains excellent program proposals. Our great need now is not in the whatto-do line but in two other "areas'*: 1. Which to do next. 2. How to get sound needed known measures effectively applied. WHICHr I say which next advisedly, because one of our troubles is that there are so many needs that a priority schedule is called for. HOtVt I would also emphasize the point that we must give great attention to bow to get sound measures into continuing effect We would do welt to stop quibbling about details and technicalities (except in our professional inner councils) and get into high gear on bow to get results. These or somewhat similar views im pressed the President's Committee for Tnflle Safety (of which KarIow Curtice. president, General Motors Corp. is chair man) and the executive committee of its advisory council (under the vigorous leader ship of Joe Mattson, President, Automotive Safety Foundation) who it should be stated is enthusiastically backed by advisory council chairman, William Randolph Hcarst. In deed so impressed were these leaders and 8 Tragic Safety the other key National leaders associated with than tn the President's committee and its advisory council that they set up a special committee to plan actions which would help on the which and the how prob lems. First, they decided, the various national organizations of public officials should be called upon to give important informslion and' answers. Then, based on what the public officials proposed, civic leadership should be mobilized to get most needed jobs done. By what mechanism could these objec tives. involving on the one hand, public offi cials, and on the other, civic leaders be best advanced, considering limitations of staff, time, and funds, and the need for country wide coverage? The planning committee proposed a program which would be tied into and lighted by; MILIC OFFICIALS CONFERENCE PLANNING Let, me teU you a bit about the program tied into the Publie Officials Conference in Washington D. G oo December 9 and 10, 19S7. First, all planning work is and has from the start been under the direction of repre sentatives of organizations of public officials. Charles Schwsn of the Council of State Governments, is chairman of that planning committee. Vice chairmen are representa tives of county and municipal officials-- Keith Seegmtller, National Association of County Officials and Wilber E. Smith, American Municipal Association. Other committee members are representatives of police, educators, motor vehicle administra tors, highway and traffic engineers, judges, etc. As consultants, they have Tom Boats. Norman Damon and Bill Johnson. John Gibbons, of ASF is chairman of their pub 1. A public officials traffic safety con licity committee and Sonty Sontheimer of ference in December 1957, and ATA and BUI Simon of NHUC are eo- 2. Four regional traffic safety confer chairmen of a committee on arrangements. ences for dvic leaders tn the spring of 1958. PREPARATION OP REPORTS The President's Committee approved the proposal Let me hasten to state (without dis paraging conferences) that the conceived program goes far beyond the holding of the indicated five conferences. Preparatory and follow-up work such as has never been done before constitutes one of the reasons why 1 am convinced that uniquely favorable results will be achieved in this program. It's not only the fact that much new work of preparation and follow-up is being and will be done, which enthuses me. but it's also the caliber of the persons involved and to be involved! That this is not going to be just another conference will I think be dear when the preparatory steps are understood. More than 30 national organizations of public officials and in addition a group repre senting federal government agenda have been invited to participate actively in unique preparatory measures. A2! are invited to prepare (or cooperate in preparing) a re port covering four matters which are to constitute the purpose of the 1957 Officials Conference. These.arc: 1. To assess the status of traffic acddent prevention in relation to recom mendations of the Action Program. 2. To establish (or identify) immedi THE TOP COMMAND I have already mentioned these national figures; Harlowe Curtice, Bill Hearst, Joe Mattson, Let me now go to the top and tell >WI that h President r Ri'i oirrIIji wtU par ticipate, as will his aide, former Governor ate and- long-range needs to control traffic accidents. 3. To recommend practices for these needs. 4. To indicate those -for which public support is particularly needed. Howard Pyle. While we shall miss Admiral Min Miller, tong conference director, there will be key leaders as directors or chairmen of all five conferences. Bill Bethea has been advanced and is now executive secretary of the President's committee (and its advisory council). Bill wilt give great staff leadership. '`Fact Sheets" have been sent out to or ganizations of officials providing main needed information--md material has also been sent as to the type of report and style desired. Thus, each group is asked, of course, to deal primarily with its own pri mary arc* of interest and responsibility. 9 1957 National Safety Congress However, each group is also invited to present any comments and proposals it wishes, on any aspect of traffic safety. In {articular, each group is requested to pre sent views and proposals on accident rec ords, public information and research which fubjects apply to,all groups and aspects of the traffic safety held. Various groups will report under most subject headings. Take engineering as an example. The following organizations have been invited to submit reports; American Association of State Highway Officials: Institute of Traffic Engineers: Highway Research Board; American Bridge, Tunnel and Turnpike Asm.: American Public Works Association; American Society of Planning Officials. Attendance at the December 9*10 Officials Conference win be exclusively by invitation --and exclusively officials (with exception of a few staffing aides who will take no part in the decisive action or voting). Each organization of officials will nominate up to 20 representatives--and if the organiza tion contains officials and non-official*, only ihnt who are public officials will be eligible. Thus this is to be an exclusively public officials conference; CONFERENCE WORKSHOPS At the conference the groups will quickly break up into subject workshops at which will be hammered out decisions as to major findings, proposals, priorities etc. to submit to the final general session. To aid conference participants in doing this important highlighting job in the time available, copies of the reports will be sent out in advance. It should be understood that the plan is to have, for example, enforcement persons in each workshop--so that all groups of specialists will know what the others are deciding and will have an opportunity to make amendments, suggestions, alternate proposals, etc The plan is that in the final session, deci sions will be reached as to major points-- these to be assembled promptly as a high lights report. However, additional matters which are approved Sn workshops, will not be lost but will be included in summarized materials which will be prepared after the conference 10 It was realized by the planning com mittee that a few matters should be covered in the Public Officials Conference; which are not within the scope of public officials' duties--such as safety engineering of the motor vehicle, safety education in non-public schools, and organized public support. Steps are being taken to have these mat ters treated so that reports concerning them can be brought before the Official's Con ference. IASIS FOR REGION CONFERENCES What then will be done with the material resulting from the Officials' Conference? Many foltow-up procedures win be employed. The reports will be widely disseminated. Many national qmgnizations will want to study them. Newspapers, magazines and other public information media will use them. Legislators will be greatly interested. And of course, these materials wilt con stitute the main bases for the programs of the four regional conferences of civic leaders in the spring of 1958. It is of course planned to get at least summaries from the Officials* Conference into the hands of the civic traders invited to participate in re gional conferences, sufficiently in advance so that thdr content* may be known, and their impact and implications realized. But even more important, it is planned that prior to the regional conferences each state will determine its own top priority needs (adapting or modifying the overall proposals) from the Officials* Conference, and that those materials will also be placed, writ in advance of the regional conference in the hands of invitees. While work is under way ior the 1957 Officials' Conference, I want you to know that advance planning has long been in prog ress for the 1958 regional conferences. Again, permit me to stress the high quality of the planning leadership and of the teamwork involving all the major na tional organizations active in traffic safety. Indeed, as an aside, I regard this spirit of teamwork and of mutual understanding and respect, as one of the highly valuable by products of this undertaking. Here is the planning talent: Program Committee: Norman Damon, V. P. of ASF, Chairman; Dick Ben nett, NAA MIC Vice Chainr-.n / / , ;i Traffic Safety Program Presentation Committee (on methods of effective programing--to sell civic laden) : Bill Johnson, NSC Arrangements Committee: (Hotel meet ing rooms, etc) Co-Chairmen Sonty Sonthetmer, ATA; Bin Simon, NHUC who are so greatly needed to take really active parts in state and local traffic safety programs. These are not conferences where traffic safety folk should talk to themselves. Nor are they conferences which should be too loaded with public officials. Attendance Committee: U. R. ("Bud'*) Of court* a limited number of chosen Darlington, I-IHSC representatives of public official groups will Publicity Committee: Harry Martin, American Red Cross Finance Committee: Vestal Lemmon. N, Assn. Independent Insurers.; Tom Boate, ACSC,; Ray Ashworth, IACP,; Charles Schwas, CSG, also member of Exec Committee WHEN and WHERE The regional conferences are scheduled as follows: Chicago, lit--April 1-2, 1958 San Francisco, Calif.--April 8-9. 1958 Atlantic City. N. /.--April 15-16, 1958 (Perhaps needs reconsideration---conflici) Miami Beach, Fla.-- May 29-30. 1958 The purpose of these conferences is broadly the stimulation or motivation of effective public support for sound, toppriority traffic safety measures--based on findings and proposals of the Officials* Conference, The need for effective organi sation and administration will be stressed-- and there will be discussion of how to go about these jobs back home. TOP CIVIC LEADERS WANTED be on hand to present the top priority needs of their respective states. Such state pri ority listings will be requested from gov ernors early in 1958. These state priorities will thus be important companions to the overall nationwide appraisals. The few traffic safety professionals in vited wilt be for staffing purposes. FORMAT OF REGIONAL CONFERENCES How will these regional conferences be programmed? Here's the pattern: a. Opening breakfast and opening ses sion--to be called perhaps the Presi dent's breakfast - h. Break-up to separate meetings by groups--agriculture, business and professional, labor, media, civic and fraternal, military, religious, women, public officials, organizations. c. Meet by state groupings morning of second day. d. Concluding general luncheon session. These regional conferences cost plenty-- and in addition to the federal government share, there are about 15 National organi zations which are joining together in financ ing them. Great emphasis will be given to measures to get top civic leaders to participate in the regional conferences. It is hoped to have m field representative of one of the majorly interested nations! organizations assigned to each state to work with one key civic leader (or a few) selected by President's Committee for Traffic Safety in developing the invitation list and then in taking suitable steps to get definite acceptances. Let me emphasize that these are to be invitation affairs--and that the objective is not huge numbers, but selected quality. About 1,000 at each conference is the ob jective--and with about 12 states per con ference, that's an average of less than 100 per state. Also, let's remember that these are con ferences especially tailored for dvk leaders The planning committee is determined that these conferences shall pay off in re sults. Consequently, the most careful and by far the best preparatory work ever done is being carried out for these conferences. The advice of top experts in how to get best results in such meetings, is being ob tained. Weiss Kulp of Kudner Agency, N. W. Ayer. Appropriate advance materials will go to invitees. At the conference, the best pre sentation methods will be used in carefully planned, fast-moving, highly summarized manner. Delegates will have Mtake home** materials --check-lists, graphic charts, etc. They will be impressed with needs and with practical action steps they can take; without unduly loading themselves up. 11 1957 National Safety Congress Well, now, there yon have it, except for on* point Can you help? Ye*, yon can-- and your help is wanted. Here are some things you can do: Study the reports which come from the Public Officials' Conference Counsel with your own officials about the find ings and proposals. Then, still cooperat ing with your officials, develop some specific action steps which you and your organisation tan take. Then go to work. Counsel with others active in traffic safety in your state or local community. Agree among yourselves who the few top civic leaders are who would be likely to be willing to devote their per sonal time and attention to a greatly improved traffic safety program. Write out who these few leaders are, what their past performance has been, and why your group believes they are the ones to lead in traffic safety. Send such information to J. W. Bethea, Executive Secretary, President's Committee for Traffic Safety, Wash ington, D. C Do not approach or con tact the civic leaders. Send your sug gestions in time so they can be studied and compared with others--to the end that the best possible civic leaders will be invited to attend the regional confer ences. Promote the regional conferences for what they sra--not goieral open-to-al! meetings, but highly selective, special ized conferences with very specific ob jectives. After the regional conferences, offer your help to the delegates from your state or local community.^ THE HIGHWAY SAFETY PROGRAM OF THE GOVERNOR'S CONFERENCE by FRANK SMOTHERS director of publications. The Council of State Governments, Chicago In government and politics there are few subjects so sacrosanct that they are above controversy. I might even go so far as to say that if we didn't have controversy we wouldn't need government. When everyone agrees, we don't need a law, we don't need a referee; and we probably don't need en forcement. Some may say, when they first think about it, that safety, including safety on the highways, surely is a safe and uncontrovervial subject--fo.- government, governors, legislators and everyone else. And in the abstract they will be right We are all for safety. It's like the sanctity of the home, the dignity of motherhood and the glory of the flag. But as a matter of fact quite a few bat tles have been fought, in legislative hails and elsewhere, as you'll recall, when some one has proposed doing something specific even for those things--about the conditions 12 of homes, for example, or the things mothers need to be dignified, or the meas ures required to defend the flag. It is the same with traffic safety. When you get down to specifies it is full of controversy. For it isn't uncootroverriai to send people to jail. It isn't often agreeable to take away their licenses. You don't change the courts without an argument. And you can get a big debate on your hands when you propose to limit.speed, or even to control access to the public ways. THE CONFStENCE So, ever since the governors and the Governors' Conference began to come to grips with what they recognized as a crisis of mass carnage cn the roads, there have been some fights in this area. There prob ably will be more. But there U no program on which our governors are more united in their determination to get results than they Traffic Safety are on their highway safety program. What is more to the point, they are getting results. The turning point in highway safety ac tion by the Governors' Conference came in 1956. Year after year the governors had recognized the growing problem. They exchanged views and experience about it and had adopted resolutions calling for state action that bore good fruit As early as 1949, at the direction of the Governors' Conference, the Council of State Govern ments undertook a study of the subject and the following year published an extensive report. Its recommendations were reflected in many hdpful legislative and administra tive acts thereafter. But meantime, the problem took on new dimensions--(he vast increase in the num ber of cars on the road, the vast increase In miles driven on a network of highways that hadn't kept pace with needs. By 1956 the governors knew that the situation amounted to a national energmey. At their conference that year they decided that it called for entirely unprecedented measures. In that 1956 meeting; held at Atlantic Gty, several things stood out: 1. The discuazioo was comprehensive as regards facets of the problem mmimrf The governors pointed up not just a few but a long series of factors. They dealt with licensing, vehicle inspection, driver ed ucation; with engineering, limited access, road surfaces; with (he uniform vehicle code and reciprocal arrangements. They dis cussed the effects of speed--of fatigue--of drunken driving. They looked at "the horsepower war** among automobile manu facturer*--concerning the effects of which there was some disagreement, and at com petitive advertising that emphasizes speed-- concerning the ill effects of which there teas no disagreement. They pointed up the role of the courts. And they put heavy em phasis on enforcement BALANCED PLAN NEEDED 2. Out of that discussion a con sensus that a balanced program was No one, two or three approaches among those discussed would do the job. The causes of accidents were complex. A broad program had to be developed to deal with it when developed It had to have public support and the features requiring enforce ment had to be enforced. X The discussion, the spirit in which it was conducted, the wide participation and intense attention of the governors in it all testified to a determination ou their port to give leadership. One of the governors, sum marizing his view of the session, said he had been coming to the meetings of the Governors' Conference for six years, and "this," he said, "has bees the most practical and informative session I have at tended." He spoke; certainly, for a great many then As a result the governors decided that they needed a special Highway Safety com mittee, and they created it there at Atlantic City--a committee that would set to work immediately to study and draw up specific recommendations; a committee; we can now report that has led the way to the widest and most promising state actioo--by legis latures and by administrators--that the coun try has ever had in ooe year for highway, safety. And the work continues. THE fftOGRAM The committee was and is-- strong one, under its Chairman Governor Ribicoff of Connecticut He had led an exceptionally effective traffic safety program in his own sate, and he has given the work of the committee manuring time and energy. Working with him as committee members are eight other governors, representative of all sections of the nation. _ The committee set to work rapidly and intensively in the summer of last year-- rapidly and intensively because it knew that early results were essential, that many of these results would require legislation; and that if the committee was to give effective leads to the legislatures in the big legisla tive year of 1957, it would need to have its report in all the state capitals well hi ad vance of those sessions, most of which be gan in January. Furthermore, although the committer rec ognized that much remained to be learned about the ingredieits of traffic safety, a grot deal was known right then. Continued study had to be pursued. But, meantime; leadership and actioo were required at once. The people who might die on the highways in 1957 couldn't be saved by research ad dressed to I960. And so, using the staff services of the Council of State Governments for fact find- 13 IPS/ National Safety Congress in* and assembling, and taking the counsel of organizations long qualified in the traffic held--prominently including the National Safety Council--the Governors' Conference committee held a succession of meetings, weighed the relevant proposals, and reported in November. 1956. Its report--a tersely written brochure--went to every governor and. through the governor, to every iegis* iature in the country. It presented a series of specific proposals. Many of you have examined the report, and I shall not go over the whole program here. But I shall em phasize some guide lines. two COURSES OF ACTION The report presented, in fact, two sets of recommendations--one for immediate ac tion, the other a long-range program. The committee recognized that they overlapped, that many of the recommendations labeled 'immediate action'' had long-range aspects, and that some of the "long-range" proposals could be put under way very promptly in some states. Nevertheless the distinction was in general a valid one The program for "immediate action" had several type* of proposals--all of them ad dressed to every state in the Union. Certain recommendations dealt with ma chinery to coordinate traffic safety programs at the state level, under the governors' leadership, and involving the action of other state executives and legislatures. Proposed also were annual conferences of judges, prosecutors and police concerned with traf fic cases. Heavy emphasis went to means for improved enforcement These included en largement of highway patrols, use of mod em devices such as chemical tests for alco hol and radar for speed, better investigation ot accidents, use by the state police of the uniform no-fix traffic ticket suitable mini mum fines and penalties for all. serious vio lations, review of license suspension and revocation procedures, and interstate ex change of information so that action could be taken in one state as to drivers who violate traffic laws in other states. Closely allied with enforcement were rec ommendations to improve state records of accidents and violations. And the need for better organization, qualifications and pro cedures in traffic courts received attention. Drivers' licensing procedures, the commit tee underlined, should meet or exceed the revised 1957 standards of the American As sociation of Motor Vehicle Administrators. Recommendations were set forth both for development of sound driver education courses in the high schools and * driver improvement program for those whose need for special attention is indicated by acci dent records. A broad program of uniform legislation was proposed--on rules of the road and vehicle equipment, in line with the Uniform Vehicle Code, and so was legislation to enable cities to adopt a uniform traffic ordi nance by reference. The committee suggested means of ob taining informed and effective public sup port. And finally it proposed that the states "provide the funds necessary to implement 4II the elements of a balanced program/' Such, in general, was the "immedate ac tion'' program, summarized in eighteen rec ommendations and spelled out in the text. The long-range program--similarly summar ized, and similarly spelled out--proposed among other objectives that each state: --thoroughly study its highway patrol--its organization, selection, training and opera tion --strengthen the staffs of highway and traf fic engineers --establish a vehicle inspection program as soon as the other elements of a balanced program had been developed --insure that the state department of educa tion--and colleges that train teachers--im prove the safety education program --sec that the organization and personnel of all agencies responsible for traffic safety are adequate to the task --determine what further contributions the state can make to promote research on the causes and prevention of highway accidents. THE RESULTS And the results? Well. I think that an examination of them would be instructive to a gentleman who talked with us the other day. The gentleman represented, shall 1 say, the man in the street. He came into the office to fix some telephones. He had a tittle time on his hands while waiting for the janitor, so r asked him if he would 14 Traffic Safety like something to read. Specifically, we of fered him something on taxes, explaining that we had much literature on this subject, and it might interest him since Ms bill would be paid out of taxes. That reminded him of something. "Just what," he asked, "docs this organi zation do?" "We try/* I replied, "to help make gov ernment belter." "Well, our man in the street commented, "you don't seen <0 be having much suc cess." We in government don't resent that sort of thing. We expect it. People are always hard on government--partly. I'm sure, be cause it belongs to them, partly because they all pay for it, and partly beeause they depend on it for so many things. But I don't think our man in the street gave a completely balanced verdict. I'm sure that if he weighed what has happened as a re mit of the Governors' Conference lead for highway safety he would think better of government. Here are a few facts: By the middle of 1957--with a number of legislatures still to report--the Highway Safety committee was able to report to the Governors' Conference that 15 states had increased the size of their highway patrols, one had established a program to permit automatic increases in its patrol to keep pace with rising vehicle registrations, an other had adopted a requirement that all highway patrolmen and licensing examiners take intensive college-level driver education courses. NEW LICENSING IAWS # Among numerous other arts affecting en forcement, six legislatures had enacted or revised law* on chemical tests for intoxica tion. Several states had authorized use of radar and admission of radar evidence in court, and a number had increased their penalties for serious traffic offenses, espe cially drunken driving. Us* of uniform traffic tickets and uniform accident report forms likewise increased. In the area of licensing, two states had passed the country's first law providing for provisional licensing. One had adopted leg islation requiring re-examination of all drivers every four years. Several had tightened their provisions on licenses for teen-agers and had adopted stronger license examining procedure*. At least one state was added to the list with point systems for license suspension or revocation. Mean time, other states were making more use of license suspension. Connected with certain of the license systems, driver improvement programs were being started or expanded. Speed also came into attention, and in several states absolute, fixed speed limits replaced "reasonable and proper" limits. Driver education advanced markedly. Half a dozen states launched new state-sponsored training programs for high school student* and four others improved or extended pro grams already in effect. There was significant advance involving many states in adoption of features of the Uniform Vehicle Code, and more states were exchanging reports of accidents and' violations. Rising attention was directed to the traffic courts, and one state abolished the fee sys tem for the justice of the peace courts and provided for salaries instead. Probably as important for permanent re sults as anything else, numerous states strengthened their administrative machinery for highway safety. For example, at least five set up coordinating conunittcs of officials to proride overall direction for traffic safety. One initiated a department of public safety, another a public safety division in the high way department, and two more established independent motor vehicle departments. Sev eral states reorganized or reactivated citizen support organizations: Meantime, legislative councils or special legislative committees in various states be gan assigned studies of such factors as periodic examination of drivers, vehicle in spections, justice of the peace systems, causes of accidents, and motor vehicle ad ministration. Support was increased for safety research programs at certain of the state universities, and one state established a driver research testing center to study causes and frequency of accidents among vanous categories of drivers. Therefore: the record shows that govern ment is haring some success on this nation wide problem of traffic safety. 15 1957 National Safety Congress But the job U never ending. The Gover nors' Conference knows that. At its 1957 annual meeting, at Williamsburg, Va^ in June, it commended the Highway Safety committee highly, hailed the forward strides that had resulted vin legislation, administra tion and enforcement, and then declared, "there still is a most urgent need to reduce the carnage on streets and highways which, unless checked, will claim half a million lives during the next decade.** The conference accordingly continued die committee oa highway safety, and added the request that with its other work it "seek to develop recommendations for legislation requiring safety design features to be in corporated as standard equipment on all new automobiles.1* THE CONTINUING TASK There will be more contributions, and important ones, from the Governors' Con ference and from its committee under Gov ernor Ribkoff. There will be continued admunstrative action, stemming from the governors' offices and die state executives working tmder them, to tighten enforce ment, improve driver education, strengthen licensing and attend to other key aspects. As a result of the legislative interest engendered in 1957, and the legislative stud ies now under way, there will be more con structive legislation, next year and there- after. Through the efforts of leaders of the judiciary, the bar, the governors and the legislatures, we are going to make progress in the traffic courts. One reason for my confidence is the new climate of opinion about traffic safety that is now apparent Tbc National Safety Council has contributed greatly to it jw after year. The Governors' Conference has contributed a great deal to it The move ment has spread rapidly at the community' level, among officials and among citizen leaders. One of the evideoces of this new climate is a new direction of thought within the automobile industry itself, as indicated by its recent announcement that henceforth horsepower, speed and racing performance will not be emphasized in their advertising. This is an aspect oa which governors had expressed much concern. The announcement of the manufacturers is important in itself. It if perhaps more important as a symbol of what's going on in pubGc opinion. For the fact is that, given leadership-- which it has now received--the public wants and will support the measures that are re quired for traffic safety. But the leadership must not lag. It must continue h govern ment, at every level, and it must continue outside government. ( am confident that we will have it from the governors and state governments^ REPORT OF THE TRAFFIC AND TRANSPORTATION CONFERENCE by T. N. IOATI .manager, Accident Prevention Dept. Auociation of Casualty It Surety cos., New York city Tbe lifeblood of an association is member ship participation in its activities. During the past two years as chairman of the traffic and transportation conference. I have observed in detail the workings of this national association dedicated to traffic and transportation safety. If there is a weak ness in the operation of this conference, it 16 is the failure of members to participate in the formulation of policy and In guiding the traffic and transportation department in its program of traffic accident prevention. Some progress toward stimulating active participation on the part of conference mem bers was accomplished during the past two years by the organization of an executive Traffic Safety committee, which met four times each year. Tlte executive committee has made some notable contributions. Hut despite this improvement, the signifi cant aspect of tlie conference is still the noticeable apathy on the part of its members. We of the executive committee receive no comments or complaints about our activity or lack of activity. We receive no con structive criticism and virtually no rtcommrmlations on how the traffic accident prob lem hou)d be attacked by the National Safety Council Needless to say, no organization--and thi* tonicularly applies to one that is tryTM* to with a problem a* vast and complex * fiitthway traffic safety--can function at it* peak level under these conditions, TH is by do means a criticism of the talT of tlte traffie and transportation ifrrem- 'cnt. I am fully convinced that t: < ir.dfic i-cident prevention work of t! ` tonal ><iey Council is growing Mr day by .!:>. However, we owe it t*. - Council r-\ana::mM to participate ac in its fFatr- and strengthen, wherever | le. its .'ntimtous attack on the traffic accident problem. Unless tve do. the full force of tlte '"-ational traffic safety effort cannot he t-mueht to bear with maximum effective* -<** .*i the problem. CONFCftENCE ACTIVITIES Xw I would like briefly to review ***ne ' the more important program activities .md planning of ihe Conference tliat origi nated within the executive committee during the pat two years: Plan* have been made and arrangements ire underway for the distribution at a "Hack the Attack" leaflet on pedestrian Mtct> by state government in connection with the issuance of the 1959 automobile iiccn-e plates. With a view toward broadening the scope ri the Council, brochures entitled "A Time for Decision," were written and a special committee has been created to study the services of national traffic safety organiza tions. commended by our cuuimiltee on Tests for Intoxication. The" executive committee member* anti taff are working constantly with the Pre sident's Committee for Traffic Safely in planning and organizing the 1957 official*' conference and the 1958 regional citizens' conferences. Work is continuing on the development of an enforcement manual ihe speed committee report, the accident records manual, anti the revision of summary forms and tally sheets. The 1957 Directory of National Traffic Safety Organizations with full-time field staffs lias been completed and distributes!. A great step forward was recently taken when the "Public Safety" magazine and "Operation Safety" were combined to form the new periodical. "Traffic Safety." This new monthly publication, offering a more focalized area of coverage and a new design and format, lias been well received through out the country. After considerable deliberation, the execu tive committee recently recommended that the scope of activities of the Traffic and Transportation Conference be confined to street ami highway traffic and tmnsportattoti and iliac hereafter the Conference be identi fied as the Highway Traffic and Transporta tion Conference. This, of course, require* Conference action and subsequent approval tft the Council Hoard of Directors, with appropriate assignment of rail, air and water transportation to other Council com ponents. A new organization dinrt of the Traffic and Transportation Conference was devel oped with a view toward streamlining it* operation, in the event tlte proposal--that the work of tlte Conference be confined (< highway traffic safety--is approved. The organization and administration of the "Back the Attack" program lias occupied much of the Committee's attention during the past two years. "Back the Attack," re presenting a new approach to traffic safety by the Council, Ins amply proven itself as ti>e first effective year-round national em phasis program. The National Committee on Uniform Traffic Laws and Ordinances has been re quested to amend the Uniform Vehicle Code to include the 'Implied consent** feature re Tlte executive committee has urged that more releases be prepared by the Council for press, radio and television oo the causes of accidents and what is being done to prevent 17 1957 National Safety Congress accidents ... and that information on causes be reported in crater detail. It is the unan imous belief of the committee that a con stant flow of news from the National Safety Council on these subjects will increase the influence of the Council with the public and produce definitely benefidal results. Under the heading of Controversial Sub jects, the executive committee reached agree ment on the much discussed subject of hot red clubs and drag strip races, thus ena bling the Coundl to adopt a forthright policy in opposition to such activity. During the past two years a number of workshops have been held which proved very effective. Two workshops were held in 1956--one devoted to a discussion of spe cial emphasis traffic safety programs, and the other laying the foundation for our "Back the Attack" program. Two workshops also have been held in 1957--one to discuss ways to implement the highway safety* rec ommendations of the 1956 Governors' Con ference and the other to discuss the services and needs of national traffic safety agencies. Looking back over these past two years. I think we can conclude that the executive committee has performed a valuable and needed service to the Traffic and Trans portation Conference, and its members arc to be commended for a good job well done. To terminate my tenure as Chairman of the Traffic and Transportation Conference; 1 would like to leave a few thoughts with you. Some of them may sound familiar but they are worthy of your repeated con sideration. Today in the traffic safety field we face a grave and serious problem, the proportions of which we know will grow with the pass ing of time. The situation on our streets and highways --present and future--must be brought under control - TRAFFIC IS GOVT JOB Primarily, this is a job for government because in a situation where the health and welfare of the entire populatioa of a country are placed m jeopardy, it becomes incumbent upon government to cope with the situation. I mean, of course, state and dty government. Unless firm action is takes soon by local government, eoe more function of the states trill r*< to the national lord. 18 After 33 years of experience in the field of highway traffic safety, I sometimes think that it is already too late to salvage state and local government from the morass of our highway traffic accident mess. The techniques of traffic accident preven tion have tong since been developed. These have been cut to fit the pattern of each state, and of communities of varying sire, and of our rural highways. There only remains implementation. Herein tics the role of the National Safety Coundl and all business, industry and civic groups--and leaders concerned with the problem. We must provide inspiration, encourage ment and professional assistance to respon sible officials of state and dty government to help them do the job. We must provide the motivating force in organizing the public to back all necessary traffic safety measures. Education is a fine tiling but after 25 years of trying, we stilt do not have a sus tained public education program on high way safety, and moreover, we have little more than scratched the surface of high school-youth driver training. We now know there is by no means enough potential strength ut educational methods to stem the onrushing tide of ever-increasing acci dents, deaths; injuries and loss of economic wealth. We must take our cue from air, rail and water transportation where, regardless of the demons or varying peaks of traffic, we do not experience the catastrophic results constantly being realized on our streets and highways. The reason is that in these forms of transportation, we live by rules. In highway transportation, there must be at long last effective rules, and these rules must be obeyed. There is no other road to successful traffic aeddent prevention. This implies a militant public determined, in spite of all obstacles both real and false, to adopt adequate laws on a uniform basis and see to it that they are enforced. Arc we of the National Safety Coundl capable of the kind and quality of leadership necessary to lead our nation out of this serious predicament? Is state and dty gov ernment equal to the task that lies ahead? One thing is certain. The day of decision lies just nheacLdle A PRACTICAL APPROACH TO POLICE TRAINING by ERVIN H. WARREN director, illinoi. Polio* Training Inctitutc, Univcnity of Illinois, Champaign, III. We can profit by repeating the impor tance of proper training of our officers to keep abreast of ever changing conditions facing us and to keep the proper goals ever before us. What goals are our proper goals today?--improving our service to our peo ple by adequate pre-service training and regular in-service instruction, using more uniform curricula and finally the goal of professional recognition. Years ago F.B.I. Director Hoover said. "Police work by untrained men is as obso lete as the practice of medicine by sorcery-** As time passes, trying to take care of our growing responsibilities in the law enforce ment field without comprehensive training schools is more and more obsolete. Some times we iike to refer to the "horse and buggy days" form of justice in our lower courts when our own operations are just as antiquated. Thousands of men are wearing the badge today who literalty stepped into their jobs without any preparation at ail. \Y find in our work officers all the way from the illit erate to the genius. Yea, we an still find bums cloaked In the uniform that should be looked upon with a feeling of respect, trust and security. If you want to read a real disturbing account on this, get a copy of Albert Dcutsch's book "The Trouble With Cops." POLICE ADMIT IT You might question some of the reports of the writer, but study them more closely and you will find that he received his in formation from the best authorities, the cops themselves. And Deutsch's last sen tence I repeat to you now: "Well what are you going to do about it?" Do you know any police training program that did not have a practical approach? 1 do not, and I am willing to rely upon the ability of any persons in police service who arc sincerely attempting to set up courses of training for their departments, or for others, to use a realistic or practical approach to tills task. As long as we continue to study and to seek out the weakness in our various opera tions that can be corrected only by raising the competence of our forces through train ing, we should be credited as using only the practical approach. Are we satisfied with our own sporadic efforts to improve police status by training programs where courses are attended by only our own personnel? Expansion of training programs is our responsibility. We must do more missionary work and enlist administrative and super visory personnel in those areas where train ing U unknown. Today we are following the same unsound and unwise course taken by the manager of a baseball team who at-' tempts to raise the team's batting average by concentrating on improving the hitting of only his top sluggers. TEAMWORK ON FORCES Teamwork is needed in police work too-- and we might find some top-notch hitters in some small town police department or among the deputies of some County Sheriff. We can get the results we want by setting up courses where law enforcement officers at alt levels of government may attend and learn their work the easiest and the cheapest way of all--from experience of others. The same pitfalls await the unqualified rookie today that baffled`and embarrassed the un trained officer a generation ago. Let me quote some lines which list some of the subject matter for police schools: education of a Modem Police Officer--IJJ7 "I believe that I can best bring this nutter to your attention by Just looking, flm or all. at the things a policeman needs to know: the history of policing, the organisation ot our nationaL state, county, and city govern ments, stressing especially Jurisdiction or each, the organisation ot the particular police department Into which they are going, the work of the several divisions and bureaus, the rule*, regulations, reports and what-not that they have to know there, the duties of a policeman on bast or patrol, the handling of trafle. crowds. Ores, riots, strikes: the differ ent ways of protecting property, the methods of protecting Ilfs: courtesies due from the police. "Then they have te team a lot of taw. the law governing arrests and the taw governing 19 1957 Sational Safety Congress A whole string at legal definition* ua be --fmil larosny. burglary. robbery. KiMtM.ii homicide, a wool* compter ob mtdMMuon. ud ustlMr whole chapter os dtr ordinance*. He must know alee about the procedure of the eourta; about the uae of search warrants, summons--. etalements sod imTieeiniT dying declarations; extradition; the taw |9nniU| a--ablag-- and free speech; sedition; poUUcai gatherings; ub> blind; peddlers; drug addicts: auto thefts: treason: kidnaping; forgery: dwelling house, boarding bouse and hotel regulations: roe* ; Sot machines lotteries: and "After the abere few staple thin--, the various process a of erlae detection, whet Is dooe by spertaltsts through the use of finger- wood. Parts of jiu-jitsu, of boxing, of wres tling, of the Taxes Ranger's astood of dia* anzung. of the Loudon police system, should be mastered by ell policemen, a system of exet------** *' -- * *-** *' ~-*~*~.**~ afl t "He annt learn seme of the military for* manors, the of autoaohUes. the radio, am aid. lU*-**Ting, local iaforaatlou about instltutlena He must lean to write reporta, and ta draw reliable seape and dlgras--. And I suit bare not covered tbe field. There Is tbe question of crime prevention. That is getting to be a large field, and in the future ought to bo psrhapo the largest field of police operation. I cannot go into details, that la what a poHcaasan needs, and a police man needs every bit of It and more.** I'm sure that all of us would buy this sort of thinking. Probably the only changes we would suggest would be the addition of several more specific uaning needs. A close scrutiny of the Uniform Crime Reports of the F.B.I. or a careful study of our annual statistic* oo traffic accident* can result in but one obvious oondusioo--namely that we are slated for bosy days ahead because we have permitted our work to get out of hand --our controls need revamping. Everywhere we hear laymen on the street, in the coffee stops, and on the job discussing our traffic conditions, and the most of them are talking either about acci dents, arrest tickets or delays on traveling our crowded streets or highways. Truly we have become not only a natioe oe wheels but also a nation of traffic experts. Do you recall some 20 years ago when, is most in stances, only the police in our large cities were being forced by a conscientious study* of their duties and by public opinion to work out an improved traffic control pro* gram? 20 Today police chiefs everywhere are con scious of their responsibilities is traffic su pervision and except in rare eases arc look ing for help in today's most aggravating dilemma. These rare cases, cither because of lack of interest or know-how are still re tarding progress in effective traffic super* vision. We still hear the time-worn alibis that "the police can't do everything,** "we don't have enough men," we are too busy handling crowds and directing traffic to do anything else. You are all familiar with the Annua! In ventory Program, yet how many times when the presentation of the analysis is underway do you find the proper officials there? This highly constructive program can be effective only when the proper authorities show an active and a wholesome interest in the re ports. Too often we find persons with au thority to carry out the recommendations in the analysis, absent with some subordinate substituting for him. This reminds me of many cases where an officer has been sent to a special training course on traffic and after his return to duty he resumes his former patrol of the munici pal parking lots. Or where an F.B.I. Na tional Academy graduate qualified as a fin gerprint expert finds himself back with his buddy in the prowl car on the Ute shift A practical approach to police training must be training for a purpose and not merely the rewarding of some members of the de partment for some fine bits of police work. SKILL IN ALL RANKS To build and maintain a high degree of efficiency in traffic supervision is to develop the skill, the intelligence and the sound judgment of every police officer in the de partment. This can be accomplished by a proper balance between pre-service and re fresher courses. Recently I spent a few hours in a departmeit headquarters and was shown an impressive records and planning section. A short time after I left tbe offices I was talking with one of the officers ta a patrol car and mentioned what I had seen in head quarters in the form of spot maps, charts and files. He informed me that it was used mostly to show the public that the depart ment was "oo the baU.** Now here perhaps was an officer who was disgruntled because Traffic Safety of his assignment or his progress toward tbe next rank, but I itroogty suspect that be seldom heard an explanation by his superior officer of the manpower distribu tion. One question Gordon Shehec asked me 15 years ago when I was being interviewed for the tong course of the Traffic Institute at Northwesters was, "Have you ever heard the expression 'selective enforcement* ?" My answer was "no,** and I still receive the same sort of repty when I put that question to officers ail over our state. No successful campaign can ever be conducted unless the officers know why. No man can succeed at anything unless he believes in the work he is doing. MUST KNOW REASONS Any officer of the taw should be con vinced that his present tour of duty places him where he can do the most good and he should not only be fully informed of the reasons for his assignment but capably trained in the tasks he is to perform. If it were your responsibility to choose the type of training course most needed by your de partment, which would it be? If yours is an average situation you doubtless realize that the groat weakness in police operation* today is at the management and supervisory levels. Effective policing today calls for com mand personnel who not only know how to handle basic police duties but more impor tant how to handle police men. If you tried to outline the various qualifications for, and the duties of, for example a police sergeant, you would agree that it wasn't an easy job. Now I wonder if we picked at random a dozen sergeants just how many of these commanding officers would measure up to accepted standards as befits that rank. Only a few, and we find this same unhealthy condition in all tanks in many policing agencies. These and many other observa tions after much study have caused me to place schools for command and supervisory personnel at the top of the list The commanding officer who can direct supervise, evaluate, and improve those men assigned to Him is a department's greatest asset For various reasons there have beet many projects carried out by police in an all out effort to reduce traffic accidents either in a given area or over a set period of time, or both. If we are to believe the recorded accounts of such experiments then we must agree that tbe results were con vincingly gratifying and successful. A closer look at these accounts often writ ten up in magarines shows that seldom was any strange or novel plan for accident re duction instituted. It's usually the same technique that has worked time and again-- selective enforcement The broad plans in our efforts to provide a practical approach to police training and traffic supervision and control are: first, higher standards and requirements in the selection of personnel for the police job; second, a program for advancement in rank based upon merit, performance and ability; third, training courses for all personnel of all taw enforcement groups with responsibil ity in traffic regulation. Only these three basic steps, but we still have a rocky roadway to travel before po licemen everywhere can have equal oppor tunities to prove their worth. It is our re sponsibility--and our privilege--to extend our assistance and to enlist those who can not or will not help themselves. It is also our privilege to serve this nation by dedi cating ourselves to help provide our people with the best police service possible. A great early American. William Penn, said, "a* governments are made and moved by men, so by men they are ruined." "There fore governments depend upon men rather than men upon governmeL"-d^ 21 RURAL ENFORCEMENT PROBLEMS AS THEY RELATE TO SPEED by FRIO J. (LY MotjRt wwtsrnnu, Ciltf. Highway Patrol, Sacramento, Cairf. Kriirrr rt would rppar ap t' rraiew r*xnnl fierce* cndirat- ns Sr rrogrmwSr >4 the traffic pr-'bWtn. In JWi l*r< tfr 77 mfflion licensed 1955 and 1936 models were traveling 70 nj{9 as compared to I2J per rent of the older models. Similar differences were re ported at the various sjeed* above 70 mj4i. knee* ujetath* r<*jirrr<J ve hicle* Dunn* the tear tbo cri*omed rloe v> W catbmt of ca*o!i*w. amasring antr4d mile* } travel. Tbee vehicle move- mffli resulted in 40,000 traffic death* and These surveys, together with the already reported increase* in ringfe vehicle fatal ac cidents of the "ran off roadwav" t>te con firm many law enforcement administrator** apprehensions regarding increased horse 1.400.000 injuries of wlJeh an e*rimated power in automobiles. 130.000 resulted in f<niaiifflt impairments. The total e-timattd rewr of traffic accidents HIGH HORSEPOWER in 1^56 wa 5 billko doIUe*. including During recent years there has been a con $1 .AnO.OOO.OOO property danuce and $3,200. tinued advancement in the advertised horse 000,000 in wage !'*. medical expense and power of automobiles: with predominant insurance overhead. competitive publicity directed to that item Where doe* `peed fit into this immense ahead of many other fine engineering and costly problem? Of the 40.000 traffic changes. death*, 30,400. or more than 75 per rent, When properly empioved. increased horse ocojrred in rural area*. Of these rural traffic power eon be a latety factor: however, the deaths 43 per cent were non-collidon. ueh increasing emphasis placed on hixher horse a* ran off curve, ran off the straight road power is a concern to enforcement officials. or overturned on the roadway. Jn WJ per In the mind of most motorists, power and cent of the non-collision rural fatal accidents speed are synonymous. There scons to be the car ran off the roadway. *omc psychological oniric in the makeup of While fatal accidents rose 20 per cent dtiriny the period 1946 to 1956, deaths from noiwolli`ir<n traffic accidents increased 65 man that require? him to test and re-test the maximum power output of the mechani cal machine he controls. per cent. These figures show the clear and On June 6, 1957. the board of director? prominent presence of speed too fast for of the Automobile Manufacturer's Associa conditions and speed in excess of posted tion unanimously recommended to the mem limits. ber companies that they take no part in AVERAGE SPEED \n October 1956 survev, conducted by the California Division of Highways, rootled nn jncrcae m the average speed of all ve hicle* of 4 3 miles per hour when compared to a similar survey made in 1951. A com parison of critical speeds {speeds at or be low which 5 per cent of the traffic is mov ing) reflected an increase of 5-2 mph. On ix rural freewavs in California the average speeds of 1955 and 1956 model passenger cars were compared to similar <pecd* of 1954 and older model cars. The survey showed that 22.7 per cent of the automobile racing or other competitive events involving tests of speed and that thev retrain from suggesting speed in passenger car advertising and publicity. This is in deed a very gratifying Step: however, it will require acceptance and implementation to be effective. Indications are that the new 1958 model* will have increased horsepower and several makes will offer fuel injection. Item 5 of the resolution recommends that passenger car manufacturers; **Xot advertise or publicise actual or com parative capabilities of passenger cars for 22 Traffic Safety speed, or specific engine size, torque, horse power or ability to accelerate or perform in any context that suggests speed." In that regard it was interesting to note ia a full page ad in the September 3 issue of a California newspaper the following: "The Edsel is powered by the newest V-8 engines in the world--The Edsel 400 and the Edsel 473. Specifications: 400 and 475 rone-pound* of torque; 30J and 345 horse power: 361 and 410 cubic inches of dis placement*: 105 to ! compression ratio. You `jve never handled this kind of power be- We are today building straight, level high ways wfcwfi make speeds of 100 mph a p**Mbitity. Many drivers, unable to vehicle* at such speeds, seem unable * -M-t thnr hacks to the challenge. In f**iMdcring the human equation the (lightest deviation from ideal driving eonhrvm can pc!t disaster when the vehicle t- traveling at high speed. I recently had the opportunity to peruse a 'Mileage and Expense Record** distributed to patrons of the Conoco Oil company. At the bottom of the printed form they had luted the general highway speed limit re quirements of the 48 states. Among them were 14 different regulatory speed listings ranging from 40 mph to "reasonable and proper" and "reasonable and prudent." The present controversy over which type of speed limit is the better appears to have been engendered by popular misconception as to the intent and meaning of prima fade type laws. This misconception is not limited to the average motorist Members of law enforcement the judidary and attorney* must also be included. REFUTABLE IN COURT The adjecti.e "prima fade" means "ade quate to establish facts or raise a presump tion of facts." This fact or presumption of fact as it pertains to the prim* facte type speed taw is refutable in court if a defend ant establishes by competent evidence that the speed charged did not constitute a viola tion of the basic speed law. The prima fade type law does not afford to the en forcement officer the prerogative of the judiciary in determining a competency of evidence. The obligation of law enforcement is the' ame under a prima fade type law or a fixed limit type law. The difference be tween these laws is the latitude permuted in the court in the interpretation of the evideice presented. The misconceptions pre viously referred to have resulted in the ap plication of unreasonable tolerances. Con fusion to the motorist and general disregard to speed signing and zoning are weaknesses inherent to any prima fade type taw. DEFINITIONS HAZY This did not consider for a moment the multitude of special requirements each state lias. What is "reasonable and prudent" or "reasonable and proper"? Most here have read several court cases dealing with this definitioa In the main the courts have held that "reasonable and prudent" is that action which a reasonable man would have taken A fixed limit speed law would appear to overcome the major problems of a prima fade type limit. Tolerance is required in speed determination as in many other facets of law enforcement. This required tolerance, however, is for the sole purpose of over coming human and mechanical error and not to provide for individual enforcement policy by the officer in the field. under a like set of circumstances, Webster SFEED CONTROLS defines rrosonoble as rational or not beyond the bounds of reason. The principal retirements of a properly functioning speed control program are: The word proper has many meanings. The 1. Intelligent and proper zoning. one most applicable is "befitting one's nature, qualities--right, fit." Prudent means capable of directing or conducting one's self wisely ' and judiciously. This, then is the mare pro 2. Adequate signing. 3. Vigorous enforcement (with toler ances as described herein). vided the motorist and the officer as a guide 4. Public understanding of law, to driver behavior and enforcement action. 5. Public support of enforcement It is no wonder the nation's drivers are con The above requirements are amenable only tused and irritated when arrested for violat to x fixed limit type speed law. A fixed ing statutes so difficult to interpret. limit type law does not obviate the need 23 1957 National Safety Congress for a basic speed taw. The proper applica tion of a basic speed law is obtained when adverse conditions require the reduction of the speed limit, not when optimum condi tions permit the raising of a speed law. Recognizing the great need for a review of the speed problems, the National Com mittee on Uniform Traffic Laws and Ordi nances in early 1954 appointed a new sub committee on speed regulation. The function of the committee was to review the provi sion* relating to speed found in Sections 56 to 62 of Act V of the Uniform Vehicle Code and to recommend to the National Committee changes or additions. The first meeting of the new subcommittee was called for March 30, 1954. Following considerable work by the sub committee and the entire National Com mittee on Uniform Traffic Laws and Ordi nances, Section 11-301 of the Uniform Code was amended to provide a maximum fixed speed limit of 60 mph in rural locations during the daytime and 55 mph during the nighttime. The Department of California Highway Patrol feels that the five mite differential is impractical and creates an enforcement problem for the administrator. Tn consideration of the elements contained in Section 11-302 of the Uniform Code, a maximum speed limit of 6S mph appears reasonable. This recommendation is sup ported, at least in California, by a statewide speed survey, conducted on state highway* during October 1956. The survey showed that passenger cars averaged 59JJ mph on rural freeway's as compared to an average speed of 55.6 mph for all locations. Com parable critical speeds were 67.1 mph and 64.9 mph, respectively. The need for the individual states collec tively to adopt uniform, reasonable, intelli gent. enforceable speed laws ha* never been more apparent. For the first time, the National govern ment recognized the gravity of the traffic conditions by incorporating into the new Federal Aid Highway Legislation, provision* for the study of traifie safety need*. Item* to be considered are: t, Need for federal assistance in the enforcement of safety and speed re quirements. 2. The advisability of uniform state and local highway safety and speed laws. 24 3. Possible means of promoting safety in the manufacture of vehicles. 4. Educational programs to promote highway safety. 5. Design and physical characteristics of highways. Study findings will be reported to Con gress in 1958. As recent as the August 26, 1957, issue of Xncsureek, the following was noted in "The Periscope" column: "Senate Office Building--Sen. Albert Ck>re and his Public Works subcommit tee are considering a federally fixed speed limit (no figure set yet) on the interstate highway system, and perhaps even federal police to patrol it." NO SAFETY NUDE The reduction of traffic hazards through traffic engineering and development of ade quate roads and streets is essential to am sound traffic control program. The impor tance of engineering and education should not be minimized: however, experience in dicate* that few people take pride in being afe. Industrial safety program* Have shown that safety discipline is essential. Improved highways and expanded education have not erased the common errors of driving that have always persisted in traffic accidents. On the highways the most immediate remedy remains in adequate traifie law enforcement Traffic law enforcement is a deadly serious business and not a sports contest between the officer and the motorist played by a set ot illogical and prejudRaal role*- 'Hi* doty of the traffic law enforcement admnnstrator i to utilize weapons available to him. Traffic officer*, probably more than all others in the ttononac structure, are tn a more vulnerable position to nffer the con demnation of the public in a mere discharge of a duty. The more effectively this duty i< discharged the greater the opportunities for emotional conflict. Significant in this respect is the observa tion that traffic violations are common to all classes and levels of society. No striking evidence has been, found to indicate any particular section of society is more ready than any other to accept traffic law enforce ment for its true worth and purpose.^ INVENTORY--A TOOL FOR IMPROVING TRAFFIC PROGRAMS by CAPT. f. U BUTLER Traffic Bureau, Dept. of Police, Denver, Coio. The Gty of Denver ha* participated in :he Annual Inventory for Traffic Safety \ctivities since its inception and generally the recommendations bf the inventory have been sound and have assisted the city in putting Into effect a strong traffic safety program. Preparing the questionnaires for the inventory takes considerable time and effort. The compilation of the statistics, examples, exhibits and the effort expended in getting other official agencies to complete their sec tions, is by no means a small t?*k How ever, I know of no other facet which allows a comparison of traffic safety activities, with other dties in like population groups, other than the Annual Inventory'. The various sections of the Inventory* include: 1. Death and injury record 2. Accident records 3. Police traffic supervision 4. Traffic engineering 5. Traffic safety education 6. Traffic courts 7. Public education 8. Organized public support a These sections afford the opportunity of factual comparison with dties of like size. The recommendations in these sections can secure a better understanding of the objec tivity of each city's program and can be a tool to acquaint our city legislators and public support groups with specific problems. The title of my subject--Inventory--A Tool for Improving Traffic Programs is, of course, very broad. Through the use of the inventory information, our traffic programs can be bettered so that we may make better use of our accident records in formulating and administering a sound enforcement, engineering, and educational program to better our overall standing in the traffic field. The Inventory furnishes us with a yard stick to measure our overall operation against the same performance data presented by other dties in our classification groups. We obtain a comparative look at personnel assignment, an evaluation of training meth ods and number of trained personnel as signed to like activities, and s comparative analysis of administration polities and opera tive procedures utilized by other depart ments. A complete look at the acoder* investiga tion operation can determine whether quality investigation and reporting is bring accom plished, how well investigating officers are evaluating evidence and plating of correct charges, and how well enforcement activities arc matching the accident picture on a selective basis. By a check of the court's section you can determine and get a second check on the thoroughness and completeness of in vestigative procedures and the ability of the officers to match their evidence to correct charges through the court's conviction and dismissal record. We can also judge the adequacies and inadequacies of our court procedure and are given information to guide us is correcting any diffitiendes that might exist In the field of school traffic safety educa tion, an evaluation of the activities of your awn program carried on at home can be had. as well as a comparison of your program with schoots all over the country. Valuable information is available on this comparison basis to assist you in gaining ground in this field for public support of enlarged pro grams, in the traffic field, in the schools of your city and mine. COMPARE SIGNS. SIGNALS The Inventory, give* you a comparative look at the safety environment! of school properties as related to cross walks, school stop signs, signal lights, crossing guards, safety patrols and parking restrictions. It also opens for serious discussion items such as driver education and behind the wheel 25 1957 National Safety Congress training, as well as safety media for the elementary grades. It has bees said many, many times that engineering and enforcement are important foots to the control of a traffic problem; being in the enforcement field myself, t con cur, However, I* am sure that everyone has experienced difficulty in some phase of en forcement because the driving public has not been properly informed on oar need for this type enforcement. Through study of the Inventory section relating to public education and safety organization, we can determine factually how well our news media is giving this im portant message to the population of our community and how well our safety organi zation understands our problem and can disseminate the needs to the right channels. We have a factual tabulation of the num ber of column inches in our newspapers; the number of spot announcements and other stories on radio and television; but unfortunately, we do not always know the quality and rcccivability of the stories; in other words, bow do they fit our own local picture. The evaluation of the Safety Or ganization Section aids in the answers on values. RU8UC SERVICE MATERIAL The news media, throughout the United States, have been most generous with their ``public service time,'' but this `ham*" is limited and die competition is extremely keen. AI! worthwhile health and welfare organizations are aware of this fact and consequently many have secured competent talent for the preparation and presentation of their messages. It, therefore, behooves us to take a good look at our safety organi zations and a better look at the materia] they present to our news media so that each is sure that the material has news worthiness and presents a true picture. Any police department, with the proper use of records, if the records are good, can determine the quality and quantity of their activities; but only tbmngh the Annual Inventory can we compare oar activities to other departments of like ue and determine how effective our program might be. I feel that the value of the Inventory lies in the systematic evaluation and comparison of like activities it affords. As you know, each section analyzed by experts in each field and the refinonents made in the In ventory the past few years lend added weight to its importance. The Annual Inventory of Traffic Safety Activities is a tool, and a good one. How ever, the extent of its value is measured by the intelligent application of the information. tNVINTOfty TOO COMPLEX? Although the Inventory is a tool of great usefulness, its complexity and area of cover age is fast making it a contest in figures. The police departments overburden statisti cians and analysts try to get answers (o many superfluous questions, which might mean something to the person asking than, but which have a very small value to the Inventory Representative. To get a complete overall picture, you must have a report from ail interested or ganizations ; but who are we to demand that public or parochial school officials Institute into their curricula driver training and safety training courses which poae a finan cial problem? Why should a police depart ment be graded down tn effectiveness of a program for things over which it has no control? We in the enforcement field are very much in sympathy with this kind of report ing and Inventory; and fed that we again will begin to move back to a good, sound evaluation of the traffic programs of all cities and regain the complete value of the Inventory, rather than having a misleading contest in figures. Yes, the Inventory is a "took" and a good one, if kept sharp and is useable condition. 2d URBAN ENFORCEMENT PROBLEMS AS THEY ARE RELATED TO SPEED VIOLATIONS AND THEIR APPREHENSION by CAW. GEORSI WARNER Police Dept, Lansing, Midi. The carnage of collision has not been re duced over the post years and the police generally can blame themselves by their lack of positive police action. 40,000 killed --1,400.000 injuries--five billion dollars in costs from traffic accidents last year. Law enforcement does more to keep motorists out of trouble than any other single factor. Let's have more of it I think there are two areas to explore when trying to attack the problem of speed law enforcement in does. L Is speed law enforcement needed? Z How can we get it? The answer to the first question--is speed law enforcement necessary--can be answered "yes" by all communities and all police agen cies. Is speed a factor in causing collisions? If it is, then speed law enforcement Is needed. Last year 38 per cent of all fatal acci dents were caused by speed law violations. If the fatal accidents caused by speed had been prevented, the loss of life would have been reduced to 24,800 persons, or to a figure corresponding to 1928, Who must asnm>e the responsibility for speed control? We are the wily arm of the government that can control the movement of vehicles and beyond that it is our sworn responsibility to protect life and property. SPEED LAWS ESSENTIAL Information as to the causative factors of speed in accidents at your area level is needed and accessary before any program of `peed law entercement should be instituted. It may vary from 20 per cent io SO per cent in different locations. To do a good job we oast know what is needed before we `tart. In accident prevention work the ques tion of causative factors must be known. ta oar community we know that between 4$ per ccm and 50 per cent of all oar col lisions cad) year are caused by speed vio lations. This tells us that tn accident pre vention activities in Lansing speed law enforcement must receive number one pri ority. What the causative factor of speed is in your overall accident problem should be de termined by accident studies and summaries. Is speed law enforcement necessary in your accident prevention efforts? Where; when and how much is needed can be arrived at in no other way. The answer to the second question--how to get speed law enforcement to match the causative factor of speed in accidents--is the only problem left to solve. However, it is the most perplexing and difficult of all traffic taw enforcement problems. PROIIEM MOUNTS The problem of traffic management and control in its bread aspects has become more complex and acute each year. In the past tO years the problem has doubted and redoubled. It continues to get progressively worse each year. Registration continues to increase about 10 per cent cadi succeeding year- . Few, if any, police deportments have been able to keep up with the job. A few do not realize there is a job to be done, What can we as police do in the face of this dilemma? We are never going lo get the man power we need until we do the best job possible with what we have We. collectively, must go to work. Before any enforcement is applied (if you have not been doing your best) or the quan tity increased, the public must be informed as to your plans and the reasons for the action. An informed public can be most helpful in any police function. Especially is this true in matters of traffic law enforce ment. We, as police, forget at times to keep the public abreast of the problems and why we, as its police agency, are involved 27 1957 National Safety Congress to some of our activities. It has the right to know and our work is made easier by its knowledge of our functions. Public information should be fed to the citizens regularly and in some communities the police do a food job. I believe a better job can be done by a local safety council or similar organization. A membership of interested, safety-conscious citizens in such an organization can be far more effective in conditioning the public to accept and de mand traffic law enforcement by the police agency. The local safety council supports the official agencies charged with the re sponsibility of doing the job. Matters of policy must rest with the official agency and the local safety organization must not at tempt to dictate it MUST INFORM PUBLIC This local safety council on keep the public informed as to the public problems and can do a good job of selling the police department when they are doing a good job, which docs not look too good when done by members of the police department. If die community is properly conditioned, the citizens will accept and demand an en forcement action by their police agency. The police agency most do a good job. The big gest problem in traffic law enforcement is the activation of all the available police personnel in your community. This activation of the police and the de sire to do a good job in accident prevention must, of course, stem from the administra tion head and permeate down through the ranks to the men in the field. The men must know that it is an expected police function. The very nature, the lade of glamour in this police activity, makes it a tough administrative job. POLICE OFTEN RESPONSIBLE However, if the executive* officer recog nizee that the principal function of a police agency b to protect life and property, if he is informed of the problems, and shown that accidents are taking a toll far greater than any other reasonable police responsibility, he can be impressed and become enthusiastic. The police themselves are in many cases totally responsible for the success or failure of the vital police function. All too often the department-bead is insecure and feels that this added police action without public clamor will hastes his demise. This may be true in some locations It would seem to me that if it were true the job would not be attractive nor could a chief hope to remain if be did anything. An honest, sincere police action is generally accepted and approved by the public if they are kept informed. It is true that all strata of society are and must be treated by the police for these acci dental violations of the law. If an impartial position is taken by the police; Stile danger of reprisal can be anticipated. Wht the public believes is important hi a good acci dent prevention program. A high contact rate by individual officers with motorists is necessary- hfany contacts may be for verbal warnings bet the passing motorists who witness the contact readily believe an arrest is being node The good of traffic taw enforcement is in its deter rent effects and oat an the fines collected. la Laming, as a matter of policy, we encourage and investigate all citizen's com plaints as to speeding violations. A eyde is immediately dispatched to the location complained of and the comptaizant at least sees the police respond. This takes little time and it helps to rnstitt m the mind of our citizens that tbdr police are interested and on the job. CONTINUAL ENFORCEMENT Police administrators should not sit bade and be pushed into this business of traffic law enforcement. Is our hands are the toots to reduce this carnage of coQlsioos. Constant enforcement pressure is necessary to assure continued public acceptance of such a program. We hare found that short drives on specific violations are not accept able by the community, nor do they reduce tiie accident problem. Constant day-by*day traffic law enforcement by all uniformed police officers can. and will, reduce accidents and the public will approve. Engineering and education arc both ef fective in accident prevention, but both or either will fail without the assured knowl edge by the public of police enforcement action. Enforcement docs more to keep the average citizen out of trouble with his car than any other single thing. Let's have more of it by enthused police officers. 28 Traffic Safety In no other facet of police activity can we accomplish so much in the protection of life and property by following these ideas: 1. Find out what per cent of your total en forcement efforts must be aimed at speed law violations. ` i Keep the public informed as to your ef forts for their personal good (not police, but a safety organization). 3. Encourage citizens to report violations-- respood. Have high contact rate with motorists. 4. Don't wait to be pushed into this vital police business. Discard the thinking that police operate on a complaint basis. This is not modem enough to meet mod ern problems. 5. In training schools and at roll call keep men on job every day. 6. Traffic law enforcement does more to keep the average citizen out of trouble with his car than any other single thing. So--Let's go to work as police officers. ARE SCIENTIFIC DEVICES IMPROVING TRAFFIC ENFORCEMENT? by ANTHONY L. SCHMKfS chief of police. Highland Part, tit. In January 1956, the Saturday Evening Post published an article describing the first attempted use of mechanically controlled `'speed checks" in this country in 1903. This article relates how police were having troubles with speeders oo a road leading from the Bronx into Westchester County, New \,,fk. These speeders were driving so fast they eluded the bicycle police officers. The Police Commissioner set up three dummy tree trunks along the road, with a policeman with a stop watch in cadi of these hollow trees, which were equipped with telephones. As a speeder passed the first statioo, the policeman phoned the time to the officer in the second tree, who set his stop watch accordingly and computed the speed as the driver passed his station. If it was above the limit, be phoned the officer in the third tree who lowered a pole across the road, stopping the driver. This was certainly more reliable than estimates of speeds as formerly made but was open to the objection that it was hearsay evidence. In our small community we used a new Radar Speed Timing Device on our main arterial. With no wires, no hoses across the road, just by looking at a small black box, we gauged accurately the speed of each car as it went by. Those violating the speed limit were stopped by an officer a quarter of a mile down the highway, who was advised of the violation by radio. An interim of 54 years, but what a vast im provement had taken place. MODERN MIRACLES The relating of the various scientific de rices in common use in oar modem day law enforcement sounds like the science fiction writings of yesterday, Jules Verne's fanciful dream of life on .a submarine, which is a reality today and Buck Rogers' space ven tures which will be a reality tomorrow. Such developments as the radio; which the ancients would have classed as miracles, have become a part of our everyday life. And the law has slowly but surely utilized these modern inventions and scientific de vices in the detection, pursuit and conviction of criminals. Our Crime Laboratories today arc a collection of . marvelous scientific "know-how and sldlL" Such things as color moving pictures, faithfully recording every detail of a scene of an accident or a crime; ballistics tests, by which the identity of a firearm from which a fatal bullet was fired can be deter mined beyond question; the wooders of 29 1957 National Safety Congress modern photography, taking photographs is the dark with infrared film by cameras trrpped by the force of sound or air waves --ail part of our life today. And there are more: the amazing ad* vances in the field of chemistry even to the point of determining the amount of alcohol in a person's blood; the principles of physics applied to skid marks left on the highways to determine the speed of an automobile; the polygraph which combines the use of psychology and physiology to detect deception and television with which we can sit in one room and watch the every move of our subject several miles away or a program half way across the country. All one has to do today to get aa idea about the scientific devices available (at a price) to Police today is read our maga zines --they are full of graphic advertising depicting the multitude of gadgets and de vices guaranteed to make our job easier and our street safer. The well trained, experi enced investigating officer of today tell <iuite accurately what happened in aa auto mobile accident just by studying the physical evidence found at the sene of the crash. SCIENCE AIDS INVESTIGATIONS Students of the science of momentum and force can tell by studying photographs of damaged cars, how the damage was done, how the cars came together, whether both rare were in motion at the time of the collision and the approximate speed of each. Even our courts are beginning to take judi cial notice of the stopping distances and to accept the average reaction time as three quarters of a second. Science has demon strated the truth of these principles to a point where reasonable doubt no longer exists. In Tune 1956. an article was published In the FBI Bulletin wherein Colonel Sanders of the Nebraska State Safety Patrol descritRs the ut of the airplane in traffic control. Airplanes are being used by many state organizations to spot traffic conges tions, and conduct air patrols. Colonel Sanders tells how the airplanes clock speed ers from the air, communicate the informa tion to nearby patrol cars who close in and make the arrest. This is a far ay from the days f can remember chasing a speeding automobile at M 90-95 mph for 18 miles on a motorcycle before it finally became involved in a traffic congestion and had to stop, so I could catch him. It took two hours for my knees to stop shaking. Today, we use three way radios, airplanes, electronic speed timing devices to accomplish many more times the amount of work as we did in the "old** days with less risk to the officer and less argu ment from the violator and greater accept ance from our courts. DRUNKEN DRIVER TESTS The problem of the "Drunken Driver** has received much attention from those trying to solve the problem of automobile acci dents. Many devices have been invented for testing degrees of intoxication. In fact, so much attention has beat given to this one type of driver, that there is an impression that this is a major accident oizsc. The problem of proof of tmoxtoarion has in trigued the various law enforcement agen cies, often times to the exchtslon of other important and even more prolific accident causes. 1 can remember our early .Alcoholic In fluence tests which are familiar to a8 of us--picking up coins frees the floor or the 'arridental" dropping of the drivers Items* to tee if the suspect could pick it sp without tailing on his face: waiting a straight hoe: front an arm outstretched powtsen to touch the nose srrth the index finger* hV the eyes are dosed: lodging ta impair*i| ability from the sound of hit ttered speeds or the blood shoe tin od'er tbr order of his breath. %Vh3c these same *ymptnm* are stiB ob served and related, they are now supptxted by the accurate evidence of a ***** testing device which chrmaealfy measure* the percentage of alcohol is our suspect** blood and prevents the police officer frwei falling into a Rap of testifying to simp- toms that may be caused by scene 7D nr more pathological ccttditioas which are in no way linked with alcohol. The use of chemical tests of body fluid* began in Sweden in 1914 and these Scandi navian countries are well ia advance both in the exploration tod experimentation in this field and in the enforcement aided by chemical testing. Our courts and laws have progressed rdative to these improvements. Today 28 Traffic Safely states have taws providing for the admission in evidence of the results of chemical tests with presumptions as to their effect These tests are also a protection for the sick who though they have all the symptoms of the drunk are in dire need of urgent medical attention. In another field, our electrical accounting and tabulating machines have done wonders in the rapid, accurate assembling of informa tion providing the supervisor as well as the traffic officer with that much needed infor mation to tell them what is happening; where, when and why. These machines are also a great boon in speeding up the compilation and dissemi nation of drivers license and motor vehicle registration information to the tnen in the field who rely on this intelligence to guide them in their daily operations. With the quantity of material to be processed, to do it even mechanically as we had to 15 years ago, would be a physical impossibility. The police officer himself *-- no idea how far advanced he is today in his general knowledge increased through the simplifica tion of teaming through movies, television, training aides and working models. MAN IS IMPORTANT With greater emphasis being placed on '.runiac every day and more and more deportments both targe and small, realizing and accepting the fact that without training we will get nowhere, both the caliber and yp* of police officer is improving rapidly. Aid of coarse, the man himself--the police fien-ii the crox of the entire situation, fce^tftfies* of the miraculous nature of wiamlw devices invented, they are no better 'ham the men who use them. High an a bhsff overlooking Omaha 3*rta. at Nurnaady France, there is a enveyard which is the final resting place ii some 10000 of our American soldiers who fcQ ihnoy the first agonizing hours of -He imanu of France during World War II. Prior to the actual landing of the troops, all of the latest weapons of war in our planes and ships, unleashed an unmerciful bombardment of the coastal barricades, pounding this beach area for some 90 minutes. Yet tbe loss of Cfe of our foot soldier storming these beaches afterwards was staggering. With the development of each new mili tary weapon, one hears bow this new scien tific discovery will eliminate the foot soldier. Yet, in Korea, just five short years ago, it was the foot soldier who marched up and down the continent back and forth across the Yalu river and it was the foot soldier who held the 38th parallel. I believe that our wars will always be settled in the final phases by the foot soldier--the man behind the gun---the man in the field. NEED SETTER TRAINED MEN And so it is in traffic law enforcement. In spite of all our saatific devices to im prove our operation, to simplify and make our job more accurate; the success or failure mil always lie with the man using these devices. The speed dock or radar unit used as a "speed trap" by unethical "Cops" prey ing in a defenseless public, is certainly no step forward. The chemical testing device used by an unscrupulous or untrained person who twuls the operauon to answer his purpose does nothing to aid tbe cause of pushing forward the police profession. We must make sure that we have the right kind of a man in this profession--4 man properly motivated, trained and dedicated before we can achieve the heights of professionalism which we are all striving to win. Scientific devices will and are helping us to reach this goal and no one will question the statement that today, traffic law enforce ment is greatly Improved because of these scientific devices. But. as the scientist pro vides us with more and better equipment, we must provide better trained and highly motivated men to esc it. ffii 51 PROMOTING PUBLIC RELATIONS OF TRAFFIC COURTS (Panti Ditcustioo) THE GFWC TRAFFIC COURT PROGRAM ' by MRS. R. V. TODD safety chairman, General Federation of Women's Cubs, Lake Arthur, La, Tbe General Federation of Women's Clubs was honored last year when the American Bar Asm., acting through its special corn* mine* oa Traffic Courts Program and the /talior Bar Conference asked our coopera* tios in its program to improve coadidoes in the traffic courts. As dub leaders we arc ready to recognize, study and try to cope with the everchanging situations that face our families and homes, our communities and country, and of course the world. As the national chairman of the safety division, I was particularly pleased to pledge our organization** cooperation, for by your action, you have proved that your associa tion recognizes the contribution that ran make--and are making--<a traffic safety. Certainly, the more women heenme aware of the appeling conditions costing m many courtrooms today, tbe sooner corrective steps will be taken. I shall discuss tbe role of federated chib* women in tbe traffic coon program at a preliminary foundation to die subject of improving the Judge's public relations. How ever, I believe background information of our Federation's program win be of interest The General Federation of Women's Club* is the world's largest mteraaricoal organization of women with more than II million members--5W million American wo men arc members in 15/00 dob*. FEDERATION'S EFFORTS Since 1938, the General Federation has given far more than just lip service to the crusade for traffic safety. Amnally, semi nars and leadership institutes for state lead ers are conducted. Information regarding accident statistics and problems facing lead ers in this field are discussed. Guides, lead ership programs, workbooks, and promo tional materials are developed, printed and distributed to the thousands of federated dub*. Close contact is maintained with Mate safety chairmen through monthly newslet ters and releases and our national monthly publication Tkd Clubrsomom. We have a state safety chairman in each state, in addi tion to the regional, district and dub safety chairmen. Our program of action is banded down from the national level. Definitely that is the reason we have been successful is our national campaigns for public welfare pro grams. In order that our efforts may be chan nelled in the proper direction -that is, where they will be most effective--prior to em barking on a particular project, surveys arc mode to determine the need. The proposed project is discussed with representatives of leading national safety organizations. PROMOTING TRAFFIC COURT For instance, our program "Better Traffic Courts, Key to Safety" was not undertaken simply because we; and the American Bar Association felt it an area needing atten tion. Conferences and meetings were hdd with representatives of the Automotive Safety Fotmdatioo, tbe Northwestern Uni versity Traffic Institute, representatives of tbe Bar, and others. When the need was confirmed, we accepted the challenge pre sented to os by the American Bar Associa tion. Ow purpose in the program our objec tive--is to help build an tmderstanding and appreciation of the role of tbe traffic court as a necessary prelude to court modernisa tion. The hart of tbe project is a large scale effort to get citizens to visit their court as a visitor rather than a violator, to see how it works and bow it measures up te the nationally recommended standards for court operation. We believe this project will have impor tant and far reaching consequences. We Trafie Saftty know that with it any judge can improve his public relations. All be has to do is to cooperate. The women's clubs of the General Feder ation have long experience in rallying com munity support They organize effective action at the load, state and national levels. Since the General Federation announced its participation in the nation-wide crusade to improve conditions in America's traffic courts, representatives of various organiza tions have asked: "What's wrong with America's traffic courts?"--"Why is the Federation promoting traffic courts?" and "How do you expect to further this proj ect T MORE TRAFFIC--MORE ACaOBfTS First, let me state that I am not only a federated clubwoman, but also a wife, mother and grandmother. Alt of ns know and realize what the passage of the Federal Aid Highways Act means--more and more highways bring built across our nation-- ye*. more and more automobiles being manu factured. It has been predicted that by 1966, less than nine years away, there win be more than 90 million drivers traveling over our highways. Need I tell you, what it wilt meanmore accidents, more traffic violators, and more cases brought before our courts. Un fortunately, many of these violators will be members of my own sex--my daughter or granddaughter. I believe I speak, not only for myself, but also express the hon est opinion of every woman when f say "I want my daughter--my granddaughter--my son. and my grandson--to come away from the courtroom with greater respect for law and tbe enforcement officials. I want the courtroom and the judges to be such that I need never be concerned about the people with whom she will come in contact. Certainly, when judges are allowed by the public, to tall traffic violators before them, in groups of 10 and 15--ask if they are guilty--NOT as individuals, but as a group--and dismiss the violations with five dollar fines, ire cannot expect our children --or our chitdren's children, to have re~ ipect for law and order. We cannot expect them to be considerate of others when the courts undermine respect for law and hamper efficient and impartial enforcement Here is an excellent oppor- tuaity for judges to improve their public relations. Today, the majority of Americans come in contact with the administration of jus tice is the traffic court. So it is important that these courts be wdl-adnunistered, hon est and dignified. Experience in the traffic court can make or break the individual citi zen's respect for the laws that govern his conduct behind *he wheel and his conduct toward his fellow men. A well-administered court should serve as a preventive of traffic accidents. The driver who leaves the court with respect is leu likely to take chances with the law and become a chronic violator or an accident repeater. The General Federation of Women's Clubs believes that traffic court improve ment has the double-barrelled goal of pre venting traffic accidents, and increasing good dtueaship by building respect for the basic institutions of the community, the state and the nation. Now, "How do w propose to go about bringing needed changes in the courts?" First, a special period--May 13 through June 7, was set aside ss National Kick-Off Week for the Traffic Court Program. Dur ing that period clubwomen in many local areas attended sessions of the court. Work ing with the American Bor Assil, they talked with the judges. Using the check-list prepared by the American Bar Assn* Spe cial Committee on Traffic Courts, the club women judged the courts, its personnel and procedure. As observers in the courts, the women gained knowledge -pertinent to court prac tices and procedures. They determined ob jectively if: --the traffic Court was dignified --cases were handled with dispatch --the Judge was impartial --penalties were consistent --records were kept of violations and the disposition of the coses --ticket fixing prevailed." WHAT WOMEN LEARNED Here are seme of the results from this visitation to the courts, and what the women actually found out: First, they (earned the things you--the lawyers and judges--say and do m yoor courts. 33 1957 National Safety Congress Second, they learned that generally speakbig. the public does not hold proper respect ior the traffic court. \Vhy??f? Third, they teamed that in some communi ties. judges granted special favors and that the conn failed to meet their responsibili ties, and that penalties were not consistent Fourth, they learned that in many cases, enforcement of the law was for revenue rather than safety. Fifth, in many instances, judges dispensed their case* hurriedly in order to get on to a more interesting one. Sixth, the women found out that many offenders were assessed fines and placed in jails and nothing was ever done or said to help the attitude of the accused. Seventh, they teamed many people were not represented by counseL I need not tell you why the courts in many instances fail to meet their responsibilities. Xor am I here to criticize what has been done. However. I do feel that by the Bar and General Federation, working together to build a healthy understanding for good courts, we will have them. You. through public relations, must assist in building this phase. The police and the traffic court make up the mforcernent machinery of the traffic program in any state or community. The court occupies a key position. It can make or break any community program of law enforcement and the judge holds this power in bis hands. The judge is, and will be, only as good as you and I want him to be. HELP PUBUC RELATIONS Public support is a necessity if a traffic court judge is to achieve his proper objec tives. If he is doing a good, conscientious job, he deserves that support He deserves to have a decent courtroom, in proper sur roundings, for it is the "people's court** where most Americans get their imprest!oa* of American justice. You must romance our nation's womoi through better traffic court performance. Sell yourself. Help us sell traffic court justsce^lt SMALL TOWN TRAFFIC COURTS by MRS. O. G. RUSHING safety chairman. National Horne Demonstration Council. Shawnee. Oltla. Promoting the traffic court in small towns and improving public relations could be instrumental in raising the standard* of traffic courts m our smaller communities. Those who administer traffic court justice in these small coRirmsurie* have an almost overwhelming problem. They need help in finding working solutions. They need in formed citizens who can give intelligent as sistance in gaining support to carry out recommendations that come from such meet ings 'is these. They need people in their own home towns who understand their problems and bow they are attempting to solve these problems. They do not lack emirs but there is a short supply of those willing to help interpret new concepts of traffic law enforcement when the local judge tries to change the system. Coming from a state of predominately rural population, 1 am interested In small 34 town courts. This interest is not confined to my home state for as national chairman of safety for the National Home Demonstra tion Council. I- rrpreMW a group of five million women who disseminate safety in formation to a vast nationwide audience We are always looking for new findings and original thinking on our common problem*. OUTtOZS RURAL COURTS All of our traffic courts have been more or less under fire but die heaviest blasts have been aimed at the rural courts. Here f use the official designation of rural as referring to towns aider 2.500. Most traffic court* in these small towns are conducted by the Police Magistrates and Justices of the Peace--some good, some even excellent. Others are not so good and some tend to hlackm the reputation of atl such courts. Mott institutions seem likely to be judged by their failures rather than Traffic Safety t>v their successes and virtues, and courts are no exception to this human tendency. A highway patrolman of a western state tells of escorting a motorist whom he had arrested for speeding to the home of a nearby magistrate late one night. He aroused "His Honor" who "held court" sleepily through a barely opened door. "That's ten dollars," he said when told of the charge, and pushed the door just far enough to thrust his grasping hand through. The "victim** paid 'without a chance to say anything at all The "magistrate" took die money, closed the door, leaving the two men standing oo the porch, dazed and dis gusted. As they walked back to the road the motorist asked the officer, "Is that justice in your state?" The officer, recently graduated from a police training school which stresses that educating the offender is more important than fining him. offered no defense `*1 never would have taken you there if Fd fatown that such shabby practices are sol! toler ated." he said. Thu is not presented as typical but as a Horrible example of how one "court" can damage the reputation of ait. Motorists who feel persecuted never seem to suffer from being tongue-tied and they air their griev ances far and wide and often I POUCE PROBLEMS SAME Perhaps we shoutd clarify our terms. Some towns have their own police magis trates white in others the local justice of the peace serves in the same capacity. The problems of the two--whatever their titles-- are substantially the same. They are elected or appointed in each township or village and are usually untrained in taw enforcement. They handle such stnail volume that court facilities are frequently of the makeshift variety. But the basic philosophy of modern traffic court administration should be the same whether the presiding officer is called a justice of the peace, a police magistrate, or a municipal judge. Jurisdiction and titles vary but the principles undergirding good traffic courts are the same in villages as in the larger cities. We who are closer lo the rural problem must regretfully reflect that most of the progress toward improvement in traffic courts has been made in the dries, not be cause their people arc more honest and sin cere but simply because thdr larger volume has demanded unproved techniques. Then too, their volume has justified specialization. The judge who handles the traffic court has to learn the newer approaches to the problems that confront him every morning when he enters his crowded courtroom. He must follow decent consistent politics or his community would demand his replace ment, while the rural magistrate deals largely with persons he will never see again. He does not have to face his "public" every morning u the city judge doe*. RURAL ACCIDENTS WORSE While the number of accidents is greater in the cities, many of these are fenderbenders or minor collisions while the rural accident is likely to be more serious due to higher speeds on highways. Accident facts, I0S7 edition, rites traffic deaths in urban areas at 9,600 while the rural deaths in the same period were more than three times higher 30,400. These disquieting figures make us realize that the rural highways, country roads and farm-to-market roads need good policing, good taw enforcement backed by honest, fair and consistent courts, and, conducted according to modern standards developed by the American Bar Assn. In many states, particularly those which have adopted the uniform vehicle code, the arresting officer is required to take the violator with his citation "to the nearest or most accessible magistrate." In most cases this means to nearby justice of the peace, or perhaps a police magistrate in a neighboring village. Unlike city courts, which hear cases at stated hours, these rural justices operate around the clock and hold court at some astonishing places. Stores, filling stations, garden patches, barns, living rooms and even cars have been the scene of many court decisions. A South Carolina highway patrolman told me of hailing arrested violators before barefoot "magistrates" who leave their work in the com field to hold court in the fence comer l This "housing" problem has faced rural courts since Henry Ford made us nomads on wheels wandering about the country. 35 J95T S'ationcl Safety Congress One of our biggest challenges is how to improve the quality of justice at this level. Mow can we persuade these men to realise the seed for improving their public relations in traffic saicty courts. They have a respon sibility to gaining respect for the American system of law aqd order. They must realise that many people have their only court experience at the traffic court level and they judge the whole Ameri servants who combine this sideline with some other employment or private business. Now let me be entirely fair about this. There are many conscientious rural judges who do recognize their local responsibilities and seek to uphold the American promise of "justice for all/* Let us give full credit to those who right daily for better standard* and training and to those who every day. every night, in every state pass even-handed can judicial branch of government by what they see there. Their future respect or disrespect for Uw enforcement may rest upon what some J. P. or police magistrate does. Docs he realise this? Here is where they must leant to practice public relations. judgment in traffic cases throughout rural America. Not many states require these men (and there are some women) to have legal train ing. Few of than handle enough cases to justify without adequate study the expense MUST IMPROVE SaVES of setting up respectable court-rooms; Case* Are magistrate* and justices willing to seek help? Judges of city courts. Keenly aware of their inadequacies in handling the staggering loads, often fed compelled to seek help. Many arc willing to attend traffic court conferences soda as those conducted jointly by the American Bar Assn, and Northwestern University Traffic Institute. Sometimes the judges are backed by their are hauled into poor court rooms: some are beard between the cracker barrel and stove in the crossroad store. Many of these magistrates do not even have access to a copy of the statutes, and some of than con sult- the arresting officer in the presence of the defendant about the proper disposition of the case. With such informality scanty (if any) records are kept by some of them. local communities in the form of financial aid in attending these training sessions. LAW IMPRESSIONS FROM COURTS i cannot think of a better way to spend money. Most rural magistrates do not have such financial aid nor do they have an in centive supplied by the community and co ordinated enforcement agencies. The local magistrate or justice is on his own, with out benefit of expense account, and meeting expenses from his own pocket may deter him from seeking further training even though he may realize his need for it. This I think would be a place where local civic group?--Kiwarns, Lions, Elks. etc. could Help. They must be stimulated by your public relations approach. Other speakers stress encouraging volun tary compliance with traffic regulations by setting up adequate deterents. This is the aim and purpose of the traffic hw enforce ment program to which you and I are dedi cated. In this coordinated effort the coun occupies the key position realizing that the defendant's experience in court climaxehss experience with the taw enforcement program. What he observes, hears and fads form# his impression of law in action. If the impression is good then the chances are he will respect the integrity of the court. Our hope In this whole effort is gahuag hi? CITIZENS SHARE BLAME confidence in the good purpo of the police It Avould be unfair to load the blame and the judge. entirely upon these men when we, the public, If he believes their rim is to protect him. are reluctant to share the expense. But are to teach him better rules of the rood, he we to blame when no one tells of the need? will not leave the courtroom feeling re City courts pay their judges salaries fixed sentful even though he has beat fined. Some hy the legislature or city governing body, of these have later become the strongest and they arc not dependent upon fees few backers of the educational approach to safer their pay. Most justices of the peace get driving To do this use your public relation? their only compensation in the form of fees which they impose in cases of conviction. Many of these men are but part-time public Since the basic function of every well conducted traffic court should be to educate better and more responsible drivers we may 36 Traffic Safety well ask ourselves if this function U served when he leaves the courtroom feeling that he was the victim of an Unfair arrest and irial and that the fine was unjustified. My purpose is not to cast blame on the untrained men and the unequipped courts. We are groping for means of helping mag istrates to a better understanding of their role in this national campaign to save lives and to strengthen respect for their own positions. Those conducting traffic court conferences point to an encouraging indication. They report that as increasing number of justices, aagistrates, mayors and county judges are attending these meetings. ` But those seeking even this brief training are still too few. Therefore, means must be found to reach aiore who need it. Some ot them have been ztiong if trained sessions, especially tailored to their needs, could be provided so that they can learn approved procedures suitable tor their courts. The traffic court conferences have brought mt improvement over the past two decades, but at most they are only for five days* duration and many of than meet for but xte or two days. Effective as they have beat it is obvious that no legal education can be compressed into so short a time. The rural magistrates need a realistic approach to their own set of problem* which differ from those of city policenen and judges. FINANCE COURT IMPROVEMENT In considering the part of our subject which deals with how improved public re lations could help raise the standards of traffic courts is smaller communities may I suggest some meuore? that might be con sidered. First, we and the judges can under take the job of getting ihc ideas across (o the residaits of our communities and to convince the taxpayers that it would be money well span to provide training. At public expense rural judges could be offered a short course in the fundamentals of judicial administration and at least the basic principles of law. These people are expected to administer the law, and many of than have no acquaintance with it. They need to understand what is expected of than. Second, we could work to abolish the fee system: third, we can urge the use of a tmiform. ocofi-xablc traffic ticket Fourth, we can advocate the establishment of county courts of record. The same automobile that makes these courts so necessary now also make it unnecessary to have so many jus tices so close to hand. People can drive a few miles to one central county court that is properly staffed, and equipped. The num ber of justices was determined back in the days of the horse and buggy or even walk ing to see the magistrate A few states have already replaced some local courts by courts of a wider jurisdic tion. Fifth, we cut try to persuade the judge to explain his rights to each defendent as he comes before him. He should also explain the reason for the fine, being sure that the person fined understands why he pays. The judge should establish con sistent policies and practice strict impar tiality toward all who come before him. Sixth, we can help by supporting those who are doing a good job. It has been said that some of our best traffic judges are to be found in rural area* (may their tribe increase)! But many still need help and encouragement and training. These we can sponsor. However, the long-time solution lies in changing the court system at this level. Some states Have already made a beginning hy putting at least some of their magistrates on a straight salary (Indiana, Arizona. California) and requiring some legal train ing. In one state (New Jersey) such courts have been made a part of the overall judicial system under the direct supervision of the chief justice of the state's Supreme Court. These welcome symptoms of progress represent only a slight beginning. But the movement is gaining and we ran help accel erate it. In most states the justices and magistrates are constitutional officers and cannot be eliminated except by constitutional amendment*. Those of you who have worked for judicial reform through your state legis latures know that it is a long, slow process. JUDICAL CHANGE SLOW One reason that change in this area come* so slowly i* that many consider the justice courts, "the poor man's court." dispensing justice after working hours, within walking distance of home. etc. Often, too, the rural people cherish the tradition of the "friendly** squire in their midst giving homely advice along with legal services. 37 1957 National Safety Congress Perhaps we can urge our home communi ties to accept some readjustments in our legal and judicial system. But we must face the fact that change is always resisted and we may have to accept some temporary compromises. Many rural courts can be im proved even within the present limitations. They roust be improved. We must see that never again can a leading women's magazine publish an article entitled, "Traffic Courts: Blot on American Justice." (McCalls, lune 1956) JOS OF EVERyONE We must alt undertake the job of public relations in teaching the philosophy of traffic courts that has been evolving and growing; a philosophy based on the idea that im proving drivers' attitudes is more important than punishing them. We can offer the judge our help in understanding his prob lems and his needs, and communicating his hopes for his court to his constituents. We can applaud his efforts in the right direction. Wc can all back the judges who are trying to feel their way forward. Per haps they would take the next step if they knew the public would accept it If you and I work and we all work to improve our traffic courts we will speed the day when no police officer or patrolman will have to apologize lo anyone for taking him before a justice or magistrate. Let us work toward the time when every motorist who appears in any court with a citation will leave with a dearer insight into the overall program for safe driving, this we must do! But you. too, must ex plain, and help os to understand what needs improving. Practice good public relations, teach us your problems by using public relation tech niques to help all of us get better traffic courts.^ REMARKS OF MRS. AGNES D. BEATON director, women's divn Automotive Safety Foundation, Washington, D. C I certainly need not dwell upon the im portance of good traffic courts to safe high way travel. We know that without good courts, enforcement and indeed respect for laws generally can be materially weakened. Conversely, good courts strengthen our en tire traffic safety effort. I will direct my remarks particularly to the public relations aspects of a traffic court program--the job of building public under standing and support and how women can help. When I use the term public relations, I have in mind something other than mere publicity or what we usually think of as the work of press agents. Public relations for the traffic court begins with the court itself. There is nothing that communica tions. civic organizations, or anyone else can do to "sell" a court, unless the court itself is operated on a sound basis. Public rela tions is in no sense a magic art. It can't make something out of nothing. To use a simple parallel: we all agree that it's a waste of time, effort and mooey to try to build public acceptance for some- 38 thing that is inferior. Take a product, for example. By a high-powered promotional campaign we might be able to sell a home maker a new brand of soap, for instance. But as soon as the customer had sampled the product, used it and found that it was inferior, that it failed to measure up to claims, there would be no more sales, no matter how artful the hucksters. CANT SELL INFERIOR GOODS The same thing applies in the case of institutions. If we want to build good will, understanding and support for a traffic court we first have to make sure that we have a quality product to offer. Otherwise we're wasting our time. Because I have been privileged to work with a number of our major national women's organizations on this matter of traffic courts, f would like to approach the subject with particular emphasis on the role of women's dubs. ' Suppose that a women's club, through its safety committee or its public affairs committee, wants to be helpful in support Traffic Safely of the traffic court. How does the dub begin? The first step is fact-finding. Careful thought and study should precede any other action. The members should first understand what they have at present in thrir traffic court operation. Before seeking to bring about what they think of as "reform," they should determine that there is something which really needs changing. It is not safe to assume (hat any change necessarily would be a change for the better. It may well be that the court is a good one but needs understanding friends to help promote its objectives. If it is not good, what needs correcting? Perhaps the judge is doing the best job that he can under limitations which are beyond his own con trol. Is the judge simply imposing fines, when he thinks the offender should be jailed, because bis authority is limited? Maybe the judge is fighting a lone battle to have such a statute or city ordinance changed. He may recognize the inadequacy of his penalties but be powerless to change than without help from the community at large. Is the judge's case load so heavy that he tacks adequate time to develop a more con structive court program? Does he have a dignified court room? Is he interested in seeing that the violators who come before him become better drivers in the future? Docs the court have facilities for showing <afety films to assist with driver improve ment ? At the opposite pole, does the judge *ay, as some do, "I'm running a court, not a school I've no time for these new fangled notions that traffic courts should be educa tional Institutions." WIUCS ATTITUDE What about the attitudes of local citizens? Do the people in the town favor a cafeteria court instead of something better? Do they want moving violation cues to be tried m court? Or do they favor a system which permits a forfeit of collateral even for serious moving violations ? On the other hand, does the public re gard its traffic court as an important source of revenue? Does it force the judge to run a fining mill? Is the court willing to have juvenile sessions aimed at correction more than at punishment? Or does the public took on this as coddling the offotder? These and many similar questions should be inves tigated and answered before any other action is taken. After looking ever the court situation and deciding where they can help, where do the clubwomen tum next? Are they compe tent to judge how much reorganization, or what kind, is needed? They arc not lawyers. So perhaps one wise step would be to talk to some of the lawyers who practice in traffic court and get the benefit of their thinking. Sorely, these members of the bar are in a position to determine whether the fault lies in the limitations of the system or the indifference of the judge. Members of the bar will be in a position to know whether the judge is compelled to operate his court under rules set up by un realistic state law, city charter or ordinances. If an inflexible city ordinance is the obstacte in the path of modernization, per haps the ptace to start working for a change is with the city council. On the other hand, if the court operates under the provisions of state law, then the approach may have to be with the state legislature. ENLIST GOVERNING BODIES Understandably, if a club is dealing with a city ordinance, the job is likely to be easier than if the state legislature is in volved. Local governing bodies are usually more approachable by community groups and more aware of and responsive to local needs. City councils are accustomed to hear ing the petitions of local people. One way to approach the problem is to have members of the club talk with the strongest member of the council--report to him what they have found and discuss with him the various remedies that may be pos sible. If he is responsive, offer him help in enlisting the support of other organizations and townspeople generally for whatever action needs to be taken. If he is not per suaded. approach other members of the council When the fault lies, not in the legal or ganization. but in the attitude of the judge, then an entirely different method of proce dure is called for. Assume that the judge has been on the bench for years, is set in his ways, is unreceptive to new and better ways of court administration. What can a women's club do in a situation like that? 39 1957 National Safely Congress MEET WITH JUDGES One approach is to have several members of the dub, selected for their tact and good judgment as well as their knowledge of the court situation, meet with the judge and talk things over. Even jurists, who had previously resisted change most stubbornly, were won over when they became convinced that through traffic court improvement they could do the community a real service and at the same time do credit to themselves as men of insight In their desire to have their services to the community recognized and appreciated, most judges are just as human as any of the rest of us. But let's assume that the judge refuses to move out of his established rut--what then ? If he is an elected official, the sponsors of court reform might well begin looking around for a strong candidate to oppose him in the next election. The need for court modernization should be made a prominent <sue of the campaign. If the judge is appointed rather than elected, the dub should meet with the ap pointing officer--the mayor, the governor or whosoever it might be. Let me emphasize that the replacement of an incumbent judge by a better qualified individual can best be accomplished if the ordinary coruadcratioBs of partisan politics are left aside if the campaign is ceodncted in terms of principles rather than person alities. The real issue of community well bong and traffic safety must always be kept m the forefront OUOTES JUSTICE VANDEIUMI.T The late Justice Vanderbilt, who was one of the pootcfi in the traffic court modernsration movement, once said: "Laws and courts hare never been changed by judges re lawyer*, but by the overwhelming de mands of by--a* tqptjirv Vanderbilt admed: "If yen really beberr j* law. if yon really believe hi respect for tew -- a Memory foundation of good generana* sal of safe living, if you believe time times, yen win start with yunr traffic court and yen will change it. you win Hindumis it, yen will amplify it. you win make it effective. And bow will you do it? Not by asking the chief justice to do it, not by asking the governor to do it, not by asking the legislature to do it. You will do it by organizing laymen--the influential laymen in all walks of life--to do the job. The forces of inertia, the forces of conservatism are all stacked against us, and we have to appeal, and we should in every state for the aid of competent laymen and laywomen." The task that is outlined in the paragraph I have just quoted is anything but an easy one. It can't be accomplished by a single organization, working alone. But every* thing has to have a beginning, and a single organization can provide the initial impetus that wilt rally others. In this light it seem* appropriate to mention the work that one of our major national women's organizations now is carrying forward. WOMEN HITTING COURTS The General Federation of Women's Clubs, representing more than 1,500 dubs, now is carrying on a nation-wide traffic court improvement program. It has extended citizen support and sponsored community action toward improving traffic courts in many area*. Federation members have enlisted other rivie-minded groups of women, sometimes cooperating through tocal safety councils, fa other instances they have taken the pro ject to the Interdub Council in their 'com munity and made it a toiled effort of many women's organizations. The General Federation has stressed that better traffic courts arc the key to safety and has urged citizens to go to their court* as visitors and not as violators. This program was initiated by the Ameri can Bar' Assn.'* Traffic Court Program with special cooperation from the Federa tion. It is as invitation to citizoa to view the administration of justice m the traffic courts of their home state and boom com munity. _ The judge may speak briefly to these visitors, explaining wfaaz be is at tempting to accomplish, and answering such questions as may be asked Citizens who go to court as risnora are given a check list of 1 t* wmiwH standards of court administrate. That they are able to evaluate what they terra seen at first hand, and form same judgm*.- as to bow well their local court stacks tp. _ At the same time, this program gives the judge both the iew.ntln sad the opportunity 40 Traffic Safety for a critical seif-appraisal of his own institution and its operations. Many judges might be glad to reorganize their outmoded courts if they had some assurance that the public would accept and support some of the changes that might be required--and some of these might be faiHy drastic changes. It is certainly understand able that no judge would want to cut himtelf off from community favor far running too far ahead of public opinion. So it is readily apparent that through its current program, the Federation is helping to build a climate favorable for moderniza tion of an increasing number of traffic courts. It is a program that holds great promise for the future and that may bear fruit for years to come. It is a perfectly human trait to become impatient when something we are seeking is slow of realization. But I think that it Is important to recognize--and I think that most clubwomen do realize--that it is futile to try and force something before the titisens of the community have been adequately informed both as to the need and the de sirability of what is being sought I think that we women recognize the need for pa tience, for hard work and for perseverance if we hope to bring about traffic court im provement or any other major advance in the realm of traffic safety. In whatever community you may live, whatever your local traffic safety program may be, may I urge all of you, if you haven't already done so, to enlist the support of your various women's organizations. I can assure you that they will rise to the challenge and you will find them valuable allies in any program that will make your community a better one for its dtizeng.^^ REMARKS OF MRS. JOHN E. KRUEGER Wisconsin Governor's Traffic Commission, Madison. Wis. l shall discuss driver improvement schools as an effective public relations and safety promotion instrument of our traffic courts. Before commenting on Wisconsin's experi ence in this field, permit me to quote briefly iron three notable sources ... First, a statement by J. Staanard Baker, director of research, Northwestern Univer sity Traffic Institute, from the book, fudge mid Prosecutor Trafic Court; "Traffic Schools eemdocted nt coopera tion with the courts are an aid to driver impeovonect. "They have see been fa&y developed and we are therefore not getting as iiiudi as we can a-- of them. Uofornmatriy. too many of these schools are viewed by the court and citizens who are sew to them. DOC as eraimag. bar as punislum nt. "Going to school for punishment is bad ** Next, a statement far George Warns is his book. Traffic Courts, published under auspices of the Natioca] Conference of Judi cial Councils. Says Warren: "The success of a violators' school de pends on the manner in which it is operated, the enforcement of sentoice* to it, and the manner in which it is used by the court. "Experience has shown that well de signed courses* are not only effective educationally, but are interesting to those in attendance and leave an imprint that is carried away." TTPCS OP VIOLATORS Warren say* that the geieral types of offender* (or whom the school is most effec tive are; Violator* who lack mechanical driving ki!L Those wfao are ignorant of important traffic regulations. Drivers who show an inability to meet traffic situations. Offenders bolding erroneous attitudes toward safety and who appear to be amenable to educative methods. Violator* on whom a fine would be an undue hardships or whose fine would be paid by another, or wboec family 41 wrasid wfrr sa * fiwiMMWH. HM offi* --M the ww a-- --^ kMMf a^ UMiHiw *4 she nAr r<Wi Violator* w whw* a tknr om^o, IietW Warm cunt-lode* dart (hr affitad m ti cal'v "an krsad * w>k m4 oaMract that win be *ucdpmid agprouwrcty em the part of thotr who are traffic offender* through other ignorance or tbooghtk**ness.** N'ow In at refer briefly to the National Safety CtmoexT* Public Safety Memo A*#. 89, which is a 21-page report on driver im provement schools. The Council emphasises in this memo that driver unprovetnou whooJs "are designed to Instruct and edu cate and are not intended to be used as punishment.'* The prime objective must be to prevent accidents. This is done by instilling proper attitudes in the violator or the volunteer who attends, the driver improvement school; and by improving his knowledge of traffic laws and safe practices, his driving tech niques. and his appreciation of many other factors involved in safe conduct at the wheel. The results of a well-planned, effectivelyadministered driver improvement school are: an increased number of well-behaved mo torists, a good working relationship be tween the court and other agencies in accident prevention, and excellent public relations for the court. Before this type of school is undertaken, there are a number of steps that must be taken: 1, There mutt be 4 good instructor. He must be completely "sold" on the impor tance of his job. He must be well-in formed on traffic matters. He must be enthusiastic. He must cause the students to feel they have been enrolled for the purpose of self-improvement, not pun ishment 2. The school should not be called a isolator? school. Students should include both those persons referred by the judge and additional citizens who voluntarily attend because of their desire to improve themselves in their role as motor vehicle operators. S The lime and meeting place should be appropriate end convenient. Scheduling can be set up on advice of a school ad ministrator. The place should be in % centralised location, with an educational aaaospberc, parking space, and facilities for outdoor demonstrations. * Secure adequate financing. A V finite badges should be set up. The instruct ir should be compensated for his sen ices, and materials may have to be purchased. The expenses might be shared by the po lice department and the educational insti tution. Safety councils and insurance groups might provide some assistance, particularly in donating equipment. 5. derange for proPer equipment and supplies. For illustrative and testing purpofes, a school may use motion pictures, him strips, picture slides, magnetic boards, photos, spot maps, blackboards, posters and p*ych-phy*iexl testing equipmentsecured on loan without fee from various sources. Demonstrations can be effective --especially those which show how radar is used, bow chemical tests determine de gree of intoxication, and hew many feet are needed for bringing an automobile to a stop from a set speed. Of course, the school also has need for booklets and pamphlets, attendance records; paper and pencils for note-taking, and some sort of certificate giving recognition for success ful completion of the course. ATTENDANCE CONDITIONS Normally, a traffic court judge refers a violator to a driver improvement school under one of the following conditions: --Suspend the fine or j'alt sentence on condition that the violator ntisfactorify completes the school. --Suspend the driver's license until the school course is completed. --Attend school with no suspension or other conditions. --Or--continue case with proposal that it be dismissed as soon as the violator suc cessfully completes the school course. The course outline should be flexible enough to permit use of occasional guest instructors, but fundamentally--the course should cover an orientation period, a pres entation of the national and local traffic problem, causes of accidents, laws and ordi nances, the purpose of enforcement, the 42 Traffic Safety role of traffic ragwring. puUae sikraticn and roopemwv driver artiwadn. and a question-awn wee period. Now paint me m describe briefly what ts being dune m Wi cran. fader state law, a iral cow*, judge say require a con victed mceorMC ip rnm-mA a traffic safety school. The taw iinfill that the coarse of instruction mast be approved by the Com missioner of the Motor Vehicle Depart ment. In Wisconsin, we have schools for driver improvement in Appleton, Beloit, Manito woc, Sheboygan, Stevens Point, Superior, West Allis, and Milwaukee County. The Milwaukee County Safety School is for juvenile traffic violator* only, but plan* are being UJd to enroll adult* as well. Io the spring of 1954, when the Milwaukee County Safety School trai started. The Milwaukee Journal Radio Statioc^-WTMJ--put a se ries of six weekly sessions on the air, which is a splendid example of public serv ice by a broadcasting station. lELOlT SAFETY SCHOOL In Beloit, Municipal Judge Arthur Luebke reports an average attendance of 22 persons in the safety school held at the Vocational School. Five weekly sessions comprise the course, with each session lasting two hours. A small f is charged for stendance. The fee of $2 is paid at the court. The average age of the Beloit student is 20. The instructor, Noah Shaw, says, "My students come to me with a chip on their shoulders. They have a feeling that the other guy --not themselves -- should have been arrested. At the first session of the class. 1 just ask than if they have any questions. The questions reflect the resent ment that they have with being arrested and sentenced to my class. Pretty soon, the whole class is talking; everybody is itchy to get is his opinion. And they start educat ing themselves.** What Shaw was interviewed recently by John Newbouse. a staff reporter for The Wisconsin State Journal (Madison), Shaw said. "Generally someone gripes about truck drivers, cabbies, and the old ladies who drive too stow. When they get off base, ask than what their insurance rating is. It seems to slow them down." Shaw has a good way of turning the table* on any student who sleeps or pre tends to sleep as a protest at being In school. He says, "I point a finger at the person and wait until he wakes up. Then I tell the das* about the man who slept through one of my classes and the next (tight went out and slept in his car, while driving. He was killed A tot of people knew him. ft makes a pretty effective ex ample." Shaw also tells of a boy who habitually drove around with three older boys. He vru in the Beloit Safety School the night that the news earns through that his three friends had been killed in a head-on collision. That boy would have been with his friends had it not been for a session of the Safety School that night Judge Luebke reports that less than one per cat of the people taking the Beloit Safety course are brought before his court a second time. At Manitowoc, Judge Har old Mueller says less than five per cent of that city's Safety School students come into court a second time for violation of traffic laws in Manitowoc County. 1 have spoken to Wisconsin's Motor Vehi cle Commissioner, Melvin Larson, about the value of driver improvement schools. Com missioner Larson told me, "It is my hope that many more traffic judges will soon en dorse a school of this type in their commu nities. I feel strongly that in many cases, paying the penalty of a fine does little to make the defendant a better driver." Commissioner Larson's concern over the need for additional driver improvement schools in Wisconsin is heartening to me as a citizen, because this motor vehicle ad ministrator heads a department which in cludes the State Patrol, the Driver Li cense Examiner force, the registration and licensing of motor vehicles and operators, and the public information and safety pro motion activities in the field of traffic acci dent prevention in Wisconsin. The safety division of our Motor Vehicle department has just published a booklet called. Trial by Accident. This pictorial publication was especially designed for judges to present to traffic violators. It was distributed to every judge in Wisconsin, with the promise that driver improvement schools may have as many copies as needed 43 1957 National Safely Congress --plus any other assistance that the Safety Division can provide: Let me read from this tetter issued by nur Governor. Vernon W. Thomson, dated September 23, 1957, and addressed to traffic court judges, chiefs of police, and directors of vocational education: Gentlemen: it is generally recognized that public edu cation is as important as traffic law enforce ment in any realistic approach to the traffic death problem. For this reason, 1 am writ ing to you. as responsible authorities in the communities of Wisconsin, to urge your serious coratideration of a program of public education through Traffic Court Violators' Schools. The purpose of these schools is not puni tive in nature Emphasis is placed upon the re-education and re-training of drivers who have been brought to court because of traffic law violations. Naturally, not all traffic law violations are deliberate. Many drivers fait into danger ous and illegal driving habits without realiz ing it However, fatal traffic accidents caused by careless violations are no less tragic than those caused by deliberate reck lessness. These schools serve a constructive purpose in "refreshing** the drivers' aware ness of their personal responsibilities on the highway and of the need for careful driving habits at all times. Several Wisconsin courts are now requir ing certain violators who come before them to attend special traffic-court schools con ducted in cooperation with local vocational schools. One of these courts reports that less than one per cent of the students at. tending its school have ever been arrested again for a traffic violation. Recognizing the value of such schools, tin recent legislature adopted changes in the taw to authorize them and make them more acceptable to everyone concerned. Since the ahnzatc purpose of our traffic laws is the prevention of accidents which may result in injury or death, such schools can and do serve as constructive a pur pose in the promotion of safer driving as the coftectkm of fines is arbitrary punish ment. May I personally urge you, if you have not already done sot to consider seriously the establishment of such a school is your jurisdiction. The Safety Division of the State Motor Vehicle Department will co operate wholeheartedly in supplying infor mation concerning successful schools in Manitowoc, Beloit, and Sheboygan, and will advise you as to how an approved school may be established in your community. 1 am confident you will agree that in view of our responsibility to the public, the growing traffic accident problem makes it necessary to use every possible means to eliminate the causes of senseless and tragic highway deaths. With kind regards. Sincerely, Vzxkox W. Thomsok Governor ARE DRIVERS FAILING OUR NATIONAL SAFETY MOVEMENT? by ARTHUR S. JOHNSON v?e president and manager. Engineering Dept., American Mutual Liability Insurance co., Boston Unfortunately, the answer to this vital question is both yes and no. From a stand point of statistical analysis, remarkable im provement in accident control has been effected through better law enforcement, better highway engineering, better auto mobiles and better drivers. In 1941 tbc nnnder of persons killed in highway accidents per ooe hundred million miles driven was 12.1. la 1956 the figure was 6.4. If there had bees no improvement jn ac cidents and controls, if the 12.1 death rate had held true m 1956: more than 76,000 people would have been lolled on the high ways. On this baas the National safety movement has been successful. But, the fact still remains that the Na tional death toll from highway accidents is holding at tbc 40,000 level, the injury rate at close to ooe and a half mlllton and the number of accidents per year in the vicinity oi ten million. On this basis our National safety movement is falling short of success. CAUSES OF ACCIDENTS In tackling the problem of bow to stop these 40,000 deaths a year and cut down on the appalling number of accidents occurring, our National safety movement must find positive answers to two very basic ques tions--first. what is it that drivers are doing that oases the accidents and second, why do drivers continue to do these acci dent-making feats? Actions describe the first question; motivation, the second. Mach has beat done in investigating and statistically analyzing what any givw driver has done that led to his highway accident. In its statistical report for the year of 1956 the National Safety Council estimates that in every 100 fatal accidents 64 per cent of the drivers violated a safety regulation. From the standpoint of all accidents, six out of 10 drivers committed some violation. Here are the reasons stated--excessive speed, failure to yield the right of way and failure to keep to the right of the center line and under infiu&ce of alcohol. In a special study of Christmas holiday accidents the Council reported that 55 per cent were due entirely or in part to alcohol; over Labor Day the comparable figure was 4S per cent. To get a clearer picture of the behavior of drivers, the Institute for Safer living of the American Mutual Liability Insurance company conducted an extensive survey which included the drivers of both sexes, all ages, and in all sections of the country. It was evident from the answers that a vast majority of American drivers look upon highway regulations casually. Many look upon them with disdain. In answer to the first question which asks, "Can you honestly say that, when you are behind the wheel, you never violate a highway rule or safe driving practice?" Nine out of 10 drivers admitted that they broke rules of safe driving. For example. 50 out of every 100 drivers deride for them selves what their speed limit shall be, re gardless of the posted limit Of the 50 drivers who take matters into their own lands, 10 exceed the Speed limit occasionally, 3Q exceed it as a practice and the remain ing 10 drive under it EXCEEDED STEED LAW In a special investigation of violator* made by Massachusetts state police, out of 212 drivers stopped. 160 were exceeding the speed laws. One-half of these had received previous warnings for speed violation and 91 per cent admitted' that they deliberately exceeded the speed limit. ' How do drivers behave in regard to passing cm curves? Only 60 out of 100 said they never passed under any condition* --40 out of 100 said that if traffic were light, they would and did pas* on curve*. Just about the same relationship held true in regard to attitude about passing on hilla-- 45 1957 National Safety Congress 60 per cent always stayed in line, 40 per cent would pass if conditions teem right. How docs the avenge driver behave in regard to "stop street** intersections? Seventy out of 100 drivers stated they always came to a complete stop, but 30 per cent said no~^hey only "slowed down enough to make sure that cross traffic was not coming.** On the question of drinking, respondents were asked, "How many drinks do you estimate you can take before your driving skill and judgment are affected?" Only seven out of 100 drivers said they never drink if they are going to drive; 32 out of 100 fett they could handle one drink; another 73 believed they could have two drinks; IS saw no problem in driving after three drinks; and 13 felt that four drinks were safe enough and three could take more. POLICE TOO EAST The investigation took a look at driver attitudes toward highway law enforcement Hus is what it showed--75 per cent of the drivers felt that not only were there not enough highway police, but that they* were too easy* on violators. As for attitude to ward courts, 88 .drivers out of 100 felt that the courts were too easy on violators been conducting parallel research on the sub ject with drivers already involved in seri ous accidents and with police who handled than, attributed this widespread attitude to three factors: 1. Widespread unconcern about being "pinched" on the highway. 2. A lack of fear of being in an accident. 3. A conviction that being required to drive safely or obey the law is an infringe ment on their personal rights. These conclusions are not superficial think ing or academic theorizing, but rather are based on roadside interviews with drivers involved in fatal accidents. Such would come closer to representing the truth than if it were secured after "advice and eounseL" As background for the attitude of no fear of the law, Moseley concluded that it exists because drivers find it relatively easy to get a violation fixed, or because they know that the local police and courts tolerate reasonable excesses, or because they hare attained either a social or a job status in life which makes them feel they are bigger than the law. or they deliberately take a calculated risk of being caught. IGGER THAN LAW? The final question in this investigation had to do with attitude toward professional driver training--43 per cent believed that it is essential for all drivers, 48 per cent necessary only for some, and a scattered few fed that driver training is not needed at all, is a racket, a waste of time and money, or can be dene better by parents or friends. On the attitude of having no fear of being in an accident. Moseley found much evidence that drivers, unless they had previously been involved, could not visualize the possibility "that 1 could have an accident** or its im pact on than and others. He found that drivers who were stopped for a violation had no notion that their actions were unsafe On this subject of driver training, im portant information was revealed by the State Police investigation of the ICO speed violation cases, which indicates a "good idea but I don't need it" attitude. Only 13 per cent of all these erring drivers had had driyr training; 80 per cent had received thetr driving instruction from' a friend, a member of the family and the remainder were self-taught. A certain percentage of the drivers in cluded in Moseley's investigation made it quite dear that they resented being told by sign, by control light, by police, how they should drive their automobiles. It may be dot the big job to be done in understanding the causes of accidents lies in the psychological and psychiatric fields. Surely these three conclusions seem quite common sense. There is much evidence here and, in all other available statistics, to indicate a reg ular. continuing violating of highway reg ulations and safe driving practices. It is most interesting to consider why this ts so. Alfred L. Moseley, consulting psychologist, for the Institute for Safer Living, who has Equally important in finding out why driven do the things they do to create accident situations is to find out effective answers of control. While driving behavior has not been explored psychologically, and needs a great deal to be done, it is sufficiently dear to indicate some measures that can 46 Traffic Safety be takoi along with improvement in older safe driving controls. I do not believe that the answer lies solely in more enforcement. Safe driving is essentially a right behavior that lies bttsttu free uncontrolled exercise of one's rights and obedience to exact law. Since no one can possibly do as be pleases on the high way, there is little free choice beyond where to go. when, and at what vehicle. How one behaves getting there has to be very much controlled. OftUNKS Of* ROADS Where statutes apply, such as afl are familiar with or mast be m the odor vehide law and traffic ordinances, enforce ment must be made sure. This may be unlikely so long as people seek privilege. 1 will not crusade this point, except to say that serious accidents will not be stopped until drunken driving is stopped. The meet of the answer lies in everlast ingly hammering through educational proc esses the rightness of safe driving practice and that safety ties in obedience to safe driving practice. It b not fanny to pass a red light, on a hill, or fail to bring one's car under control at aa intersection. Neither should these regulations be difficult to accept as self- imposed control. la considering the vast strides forward of the pant few years m highway engi neering and bmldrng. and in automobile Engineering and manufacturing, we may well ask. "What is wrong with our National highway safety movement?" The answer appears to be: "Nothing that cannot be fixed by the driven thornelves."Ala. HUMAN BEHAVIOR AND ITS RELATION TO TRAFFIC ACCIDENTS by EARL D. HEATH PH.D. assistant professor of education, drir. of general education. Center for Safety Education, New YoA University, New York city There is considerable evidence to indicate that the primary cause of the majority of traffic accidents lies neither in the vehide as such, nor in the condition of the roadway, but rather in that combination of personal factors which make up the driver. Accord ingly, >n recent years the human factor has been a major consideration in vehicle and roadway design as well as in the establish ment of licensing and employment standards and in the establishment of training and re training programs. Durinr the past few yean there have ap peared two exceptionally significant and complementary contributions to the field of safety which have pointed up the emphasis in this direction. One of these is the com pendium of research oititlcd: The Human Element in industrial Accident Prevention prepared by the stall of the Center for Safety Education at New York University; the other. Human Variables tii Motor Vehi cle Accidents prepared by the staff of the Harvard School of Public Health. These two publications did much to focus attention or what had been done; the limitations of findings reported, and what remained to be done in the area of human behavior and its relationship to accident causation. The)* acquainted many with the results of hundreds of man years of re search. Further, they point the way to the numerous relatively untouched areas which individuals or groups .may desire to explore. RESEARCH CONCLUSIONS Representative of the findings reported are: 1) that the more reliable studies are consistent in their inability to find signifi cant. relationships between psychophysical functions, as currently measured, and traf fic accident and violation involvement; 2) 47 1957 National Safety Congress that the search (or explanation* o driving performance is being channeled more to ward psychological and sociological lines and away from those of a psychophysical nature; 3) that much more knowledge is needed about the effects of drugs on driving performance; 43 that knowledge of recom mend ' driving practices is no guarantee of their faithful observance; S) that the de velopment of driving skills above a certain minimum represents an investment of time and effort which possibly could better be spent in developing altitudinal and other factors: and 6) that the bases upon which drivers are now labeled as either "good** or "poor" may well be open to question. When it is remembered that most traffic accidents are the result of a combinaticn of variable factors most of which are not readily identifiable, the varied approach to the problem which is in evidence today be comes quite understandable. It is difficult to find an area of Interest in which traffic safety is not a topic of discussion, if not an object of activity. Over the pest several years we have seen a steady increase in the number of groups, professional and non professional, which have directed efforts toward this problem. The intensity of this activity, likewise, is increasing. What are some of the newer develop ments in the search for more information on the driver and what arc some of the tech niques being used in the application of re liable research findings? While numerous individuals and groups are undertaking such investigations and applications, I shall con fine my remarks to the work of the Center for Safety Education, work which is being guided by Dr. Lam Brody. Director of Research at the Center. PBICEPTUAL ABILITIES One of the projects now underway has to do with the development of perceptual abilities . . . teaching drivers how and what to see rather titan indiscriminate seeing . . , developing in the individual the ability to interpret the driving scene for what it is and to select his driving actions accordingly. Among the methods by which this problem ts being approached is the medium of film slides. Color slides of driving situations repre sentative of those encountered by the mo torist in his everyday activities are made, then analyzed, and potential hazards identi fied. As the slides are presented to the subject, he is taught to interpret the driving scenes depicted and to indicate the neces sary adjustments a driver would make is such a situation. Attitude Assessment and Improvement The search still is underway for improved ways of identifying, assessing; and improv ing attitudes which are believed to have special application to driving situations. A staff research currently underway and which is expected to last for three years is ex ploring tins area. Unfortunately it is not possible to report procedural details or re sults at this time. It is the hope of the Carter staff that the approach being used, which is novel, will also be fruitfuL A new approach to the problem of teach ing for attitude improvanent has been re ported by Arthur Mahony. Formerly of the Bureau of Traffic Safety of the State oi New Jersey, Dr. Mahony used the neu rological approach in analyzing driver per formance and in suggesting methods for the modification of attitudes. A guidebook con taining suggested methods feu* applying the findings of this study is being prepared and should prove of considerable interest to those responsible for the education of driver personnel. Licensing Standards for Commercial Driving School Instructors To give some idea as to the breadth of the attack on traffic accidents through efforts directed toward the driver. I would like to mention a new evaluation technique devel oped by the Center staff at the request of one of the slates for use in screening appli cant* for license* as commercial driving school instructors. A three-phase examination, which supple ments tite conventional requirements, con sists of: a) a test of the applicant's driving ability, b) his ability to instruct others, and c) his ability to evaluate the driving per formance of subjects so instructed. Such a requirement in the licensing of instructors is believed to be a modi needed addition to the knowledge tests of driving practices and of the state motor vehicle code, physic*! qualifications and the search of the appli cant's driving history. 48 Tragic Safety Seeking to improve teaching techniques by applying research findings, the Center has been experimenting with the possibility of attacking traffic accidents through the medium of group discussion-tiedsion. De cision-making has been defined by Prcndi and Wilterman as being primarily a process of setting goals for the future behavior of the group members, rather than a problemsolving'discussion concerning means. GROUP DISCUSSION--DECISION It is believed that this approach may prove of considerable value in tackling problems which heretofore have seemed rather inaccessible and for which conven tional teaching methods seemingly were not the answer. The use of an cduotional method such as this in the effort to reduce traffic seddent offoues is based upon an as sumption that there are personal attributes which can be conditioned so as not to re sult in accidents. Still another study being conducted by the Center is concerned with the perform ance of license applicants oo the road phase of the examination procedure. In addition to this, the Center is providing consultative services in the design, operation and evalua tion of traffic court schools and traffic acci dent prevention dinks. Work also is underway on a publication which will popularize the findings of the Symposium on the "Medical Aspects of Mo tor Vehicle Accident Prevention" held at the New York University-Bdlevue Medical Cotter in the spring of 1936. The Center for Safety Education is cooperating with the American Medical Association in the development of this brochure which will be made available to physicians throughout the country. During the post year, these theses on the doctoral level, which dealt with the driver. were completed. One of these, entitled "Teaching for Attitudes Conducive to Safe Driving," is the study mentioned earlier which was conducted by Arthur L. Mahony, in which the neurological approach was used. My own study, entitled "The Relationships Between Driving Records, Selected Person ality Characteristics and Biographical Data of Traffic Offenders and Non-Offenders,'* gave indication of the impulsive and the highly sociable nature of the traffic offender, as well as the value of biographical data in identifying offender populations. The com plete studies are available on microfilm or they may be obtained from New York Uni versity on an inter-library loan basis. GRADUATE CONTRIBUTIONS Several other researches are underway. These are being conducted individually b> graduate students and each ranges from one to two or more years in duration. Among areas being investigated are many of those problems suggested in the research reported in the two summaries of the litera ture mentioned earlier. I know that I haven't fully answered the question: "What's New in Traffic Safety Research" from the standpoint of the hu man element The professional journals contain an increased number of reports of investigation* underway, and we at the Center share in the hope that these studies will contribute to the solution of the traffic problem. We are pleased to learn of the extent of developments at the Highway Traffic Safety Center at Michigan State University and the increased activity by other institutions and agencies, for it is through such efforts that many of the problems of human be havior and its relationship to traffic of fenses wiD be reduced in complexity, if not solved^. " AUTOMOBILE CRASH SAFETY RESEARCH by EDWARD R. DYE head, safety design research dept* Cornell Aeronautical Laboratory, Ine^ Buffalo, N. Y. One of the basic principles of protecting a passenger during the automobile crash period is to keep him front becoming a free missile. As a free both-, he could injure hirasdf by striking some object within the car or he could be thrown out where he would have twice the chance of being in jured. Last year I prepared a report on "The Development of the Automobile Safety Belt" The seat belt, we all agree; is just a preliminary but effective step in packaging the passenger. It has its advantages such as ease of installation and it caa be in* stalled in any car. But. we must admit it will never be used by 100 per cent of those who ride in automobiles. We know many will not take the trouble to put on a seat belt Others believe that death and injury statistics are something that is computed around the other fellow. They are not interested in this safety busi ness at aJL Therefore, the best crash safety improvements (as measured by total number of death and injuries reduced) will be those which are installed in the car ready to serve when the crash does occur. Ideally, these devices should require no attention at ail from the passenger (he gets his protection whether he wants it or not). Doorlocks. padded instrument panels arid padded windshield headers are in this cate* gory. None of them. In my estimation, are nearly as effective as a good -seat belt, but they have the real advantage in that they are there. UNGUlDEO MISSILE To find how best to protect the lazy or careless passenger who won't wear a seat belt, engineering information must be ob tained upon which to base the design. First, we have to consider such a passenger as a tree body or "unguided missile" during the crash period. To get engineering design data on where and how much protection should be provided, we had to make a time* motion study of the passenger's action. The time-motion studies were made using anthro pometric dummies aside an automobile snubbed to a regulated crash stop. We made a short movie of crash snub bing tests on the Liberty Mutual Insurance Company sponsored project. Through frame by frame studies of the high speed movies, we were able to determine probable hit points, flight path, velocity of striking at titude of body at instant of impact and the angle of the impact surface with the flight path. Flight path data was useful in determining the possibility of hitting an area. From the velocity of onpact, the total energy of the human could be determined. From the atti tude of the body at instant of impact and the angle of the impact surface with the direction of morion of the bead, the energy of the blow could be determined. By allowing a dummy to fall free against an impact surface set at various angles with his attitude duplicating those picked from the movies, we were able to obtain the in fluences of body attitude and impact sur face on the magnitude of the head blow. CUT CAR HAZARDS A study of such information suggested several things which could be done to re duce the hazard* inside the car. 1. Control the attitude--keep away from the swan dive. 2. Shape the inside surface to make all blows glancing blows (small angle of 0). 3. Pad surfaces having high impact level One slide of plotted data showed the probable head travel and magnitude of head blow for a given crash condition. The angle of impact surface and attitude of the body have both beta takes into consideration in the computations. It dearly shows the high danger rones where the greatest amount of padding protection is needed and where ob jects of high injury potential should not be placed. 50 Traffic Safety From some 27 different projects such as these, bearing on the protection of the human against impact blows, considerable detailed baric engineering information, has bees obtained. The projects cover research do padding materials, development of instru ment panels, safety door locks, shock ab sorbing steering wheels, windshield distor tions, kinematic performance of the human body, injury potential of various items found inside the automobile, protecting the human bead from impact blows and seat belts. Last year the Liberty Mutual Insurance company, sponsors of our crash safety re wards work, and Cornell Aeronautical Labo ratory, foe. ddiberated on the best manner to present this bulk of information so that it could be easily understood and used as toon as possible. It was decided to budd a safety show ear as an tnstrumoit of educa tion. SAFETY CAR With the exception of having no radiator ornament, headlight shades, btanper guards or extended door handles, the exterior of the ear is much like that of an ordinary wdaa. It has a complete wrap around bumper system designed to encourage deflec tion blows, and the front and rear bumpers have some energy absorbing characteristics to take away initial shock. The interior of the car is quite different. The bocket seats are located to rive the best possible arrangement for the six pas sengers,--first as individuals and then as a composite group. The driver, the one who has the greatest exposure to an accident, has been located in the center of the machine. Two from seat riders are placed slightly to the rear and slightly lower than the driver to avoid visual and physical interference. All front seat riders have pull-down panels which serve the same-purpose as the auto mobile scat belt. By design, the windshield and instrument panel have been moved out of contact range. The two rear seats are located inside the wheel wells to give the passengers additional structural protection and arc staggered between the front seats. The rear scat riders have the safety advan tage of icuactable seat belts and full head movement clearance space. A rearward fac ing scat for a child is located behind the driver. One of the obvious changes is that the steering wheel and post have bee- replaced with a handle operated full hydraulic steer ing system. Another change is the folding type door which furnishes full opening and. when dosed, bolts securely in place. All in afl, the interior of this human package has been cleaned up of injury pro ducing items and possible head impact sur faces have been eliminated or padded to reduce their injury potential. The body of the or has been made structurally strong against roll-over collapse with the addition of two roll-over bars. Several plans have been made to show this ear so that our findings will be avail able to you. We hope that this dissemina tion of information will encourage -*` *rs to think and act along crash safety' <.^*ign lines. If this has the effect of bringing your additional thinking into the problem to improve upon ottr initial meager findings, it will have served its purpose. RESEARCH IN VISION AND TRAFFIC SAFETY by DR. WINDEU. g. IRYAN chairman. Motorists' Vision and Highway Safety Committee. American Optometric Association, Denver, Colo. 1 This is an age of miracles. The miracle of the automobile makes os think ta terms of power steering, power brakes, shatterproof glass, puncture-proof fires. Yet per* haps the most miraculous thing as we speed along the highways is that we still use the same visual processes as in the days of the covered wagoet The Motorists' Vision and Highway Safety committee of the American Optom- 51 MV ,Vii/iW C imyrcss tlric A>ociatk* ha iccn doing research to relate vi*ual pniiiern^ to jrxf&c aictr tor 25 years. Early research tra* stntple and limited. Oar traffic firriltam acre alo re latively simple m cumt*rion with today's (rublant oi tlc btcimay. Tltt- tindms* that virion i a fcev factor in managing a car. To drive l>rt.|icH> < must kc praterly. .Vny per cent of iw reaction* when driving are bated on wlat we ee. T1<e Natheud Home UonnMntiui ciL hi c**-**crat***i with the Woman"* Aux iliary to tlw Ameocwi Ofeamririr A-sa>. ha*- rndortnl a i*bA wwrvey * vi*aal aUilitief driver*. In tin* survey AOOO Kr-ott* hi 22 -talc* were -mened. Mu.l state* JO- 40 virion ivlnimtc at tl>c |<re*em time. L'riog tin* hnm e*re a.* llx imaainan -tandand Ite weanx- <r nit -i every rive, or Jli jr cent. wttO failed the test tor di*tanrv vtual aw> n not nuia vision I'ontrary to what tn(4e tlook. JO JO vt-iun do< not mean icritri ti. Hr c-.iiuxn stress this point ovjosH. 2(L i0 v*simt i mty one step o a Hum <e nxec visual tunetMrfi-i and perfmmauve*. Ua*t ` tliesc are tested in the present *tndv. For depth jK-rception testing we used the H<* :ir.|.l>otfnan l'g Test on the IVno-Oaeo iustnonent with a gtve and take of three inches in lining up the |<ew-. Tem-ts and one-third per cent failed tiii* le*t Lateral phoria slnwtH a fathree ot 16V per cent: vertical phoria* rfrmnl a faShrrr oi Id jer rent, Srnniltjuwoa- ti-Wxt to*T were also given to determine if the rwt ;* seeing with two eyes all the time or whether he would alternately suppress we eye or rhut virion when fatigued. Fourteen per cent failed this test. Color tews gives were failed hy seven per cent. rin the peripheral vision tot we considered a minimum of 140 total degrees of 70 degrees to the temple side of each eye. This was an easy te*l. ccetsidciing that average side vision is 00 to <6 degree* out of each eye. a total of about 190 degrees Vet using a minimum of only 140 degree*. 10 per cent of the people Mill failed. In tests for glare resistance recovery, five per cent failed. Another 5.4 per cent failed ic*t fur **r|g>rc**iuRS of one eye nr die other. Tews for reaction time were taken va the i'ono-Claur and 51 hundreths of a scewtd was considered normal Thirty-two per cent of those screened on the PonoCluric failed tins reaction test. This vs a remarkably huge percentage, considering that the tet t< explained to the individual and he i peefared for what Is coming. % revurd m* Up of all accident* the t*t**I tad had. These did not in- elude wragwut a tender or minor accident* --*d> th** winch were recorded. Twenty. *" wd fnur-senths per cent of the person* cMed lad nfunel accidents. Of those a r*c* wter rvplahnrt. "! didn't see the ear.'* "t didn't er the child." or "I didn't >er the rfidc* Mw <e5cer* and jtaige* believe the*e tairmae* are only cvns*es. However, many fcr*o -mxdlv did not see m lime to avoid th arrwkwt There tray lie other factors mvidvvd. \\c Lnuw tftat visual alertness t* frktfed *u natal akmne**. Therefore, every time wc make per***** more visually alert, we are adw> nqwinc mental alertness. Let * next outiltr tltc implication* of -peed wrrh regard H> nrifm. Our research tu<w * Uuu a* *fecd senate*, tlie angle of driver vnotn demeaseS- This is known a the aammamt angle of driver vision. To ilht-traK. m JO iiuH* the driver can see hi`wrumJnu* with far greater accuracy than M WTmia -peed.-. GREATER SPC0--LESS VISION hr aunt caniuf people to drive at 20 mplL Spued here to stay. Consequently, wr mM teach people how to see properly at tastier Research *how that a< Ml mplt. whtle looking straight ahead, the driver can actually sec little on cither side of the read. Tlterctore, wc mu*< train ourselves and r>Ucr Imw to tnaLe the mu4 of vision. One yaddaenbon m vi*uai trasmns recommend* tftat we "get the bag picture." This meanthat the drittr Juald view the car ahead just a* a tiny port of the radway scene. He should view a* objects foe a block ahead m mm and fcaH a mdc ahead in the country. Hat he should never wazdi any thing n sharp detail The sharp central vision rixmld never stay fixed on one object. Tragic Safety By moving the eyes up and down, side to side, and by glancing at the ground near every object *pfit-secood timing judgment may be trade. This "foresight" not only aids mental alertness but gives one wider angles of driver vision. These rules of safety apply to the housewife going to the corner grocery and to the salesman who drives along the highway. Thus far we have not mentioned the per son with inadequate visual acuity. How complicated the seeing task on the highway is if vision is below normal or below Snellen 20/20 raring. If a pence with 20/20 vision cocoes to a crossroad rigu bearing names of towns and villages, how many do yoo think be can read at 60 mph? He will be doing remarkably well if be can decipher just the top one, since most signs are printed in five-inch letters. In reading this sign with 20/20 virion at 40 mph, he could see about 280 feet. His stopping distance is approximately 143 feet oo dry concrete. This driver is probably ale. But ad drivers do not have 20/20 visum. Since most states ""wider 2C/40 vision adequate, let us use this figure. This driver with 20/40 vision can read U3 feet before be reaches the sign. We have just tecs that 143 feet are required to stop under the best road oonditioaA Event the 20/40 standard, theft, is sot stringent enough to allow adequate stopping time. Let's go one step further. Wc know there are driven on our highways with 20/50 vision. The person with 20/50 vision needs 90 feet before he can see what is on the sign. The implications are obvious. This driver is a potential murderer on our high ways. VISION CAN K CORRECTED Fortunately, this serious problem of visual acuity may be remedied. Host vision can be brought to normal or near normal by modern visual science. la a recent clinical study. Dr. Heuy Hofstctter of the Indiana Uni versity Division of Optometry showed that 90 pa- cent of the population caa have 20/20 vision by wearing proper prescription. We do not wish to take the license away from aay driver because of inadequate vision. One important result of virion testing and virion cue is to make drivers more conscious of their visual opacities. Wc should warn people who do not have adequate vision, adequate depth perception, adequate side vi rion, or adequate reactioa time so they can compensate with proper prescription and education. The driver who knows he lacks adequate depth perception can compensate by being especially cautious in situations where good distance judgment is needed. He can took to the ride more frequently if he knows that he does not have good peripheral vision. If glare bothers him, he may reduce speed and/or his amount of night driving. We are not the only ones bothered by accident rates. The public is tired of homi cide on the highway. A recent Gallup poll reveals that 80 per cent of those questioned favored stricter Deeming examinations oo virioa, general health, and driving ability. The screening of virioa is ooe of the few things that we can measure in determining an individual's ability to drive an automobile. Therefore, we should do the best job pos sible in screening that vision. We can also' help see that these laws requiring a uniform type of vision screening are brought to our state legislatures and passed. NEED SUPPORT OP VISION LAWS There will be those who will haggle over who shall receive an unrestricted license, thus malting it difficult for aay action to be takas. We believe in taking small steps before large ones. In other words, we wish to secure public support for the minimum of 20/40 virioa rather than have the legisla tures oppose a requirement of 20/20 and leave us with no uniform rulings. In our heart we believe' persons should have 20/20 vision to drive safely, but a nation-wide minimus of 20/40 is the mtmuy first step. The best way to assure at least marimum acuity requirement might be to require a certificate of visual ability. This certificate would be made out by the virioa specialist prior to the issuance or renewal of a driver's license. This method oi certification must be the outcome of a long, range program. But, we cannot start too early in our cru sade for more adequate driver vision. Many patrol chiefs and chiefs of police fed that certificatioa is the answer. Also, many legislators feel this is the answer since it Is so expensive for the state to educate driving examiners and conduct 19ST National Safety Congress vision screening examinations. Some day we may be required to have a certificate of physical ability and a certificate of visual ability before we are issued a driver's license. Until that timet however, we must continue with programs to screen the individual driver and make sure he has adequate vision to safely operate a motor vehicle. Remem* ber that visual alertness corresponds to men tal alertness and that alertness saves lists. Individuals, communities and organizations seeking an action program on traffic safety may direct their activities toward these driv ing goals: ' 1. Periodic re-examination of the vision of all drivers. Millions of drivers have had their licenses repeatedly renewed since the days when no eye tests were required for licensing; more millions who had an original test have never been tested again. 2. Thorough vision examination for acci dent repeaters. 3. More extensive use of licensed vision specialists as consultants to licensing ex aminers, traffic courts and other government agencies dealing with highway safety. 4. Adoption of nurnmua standards for the tests relating directly to virion problems of driving, such as, glare; vision in dim light, visual acuity, peripheral vision, color vision, diplopia, distance judgment, fixation changes and tachistoscopie vision. 5. Dissemination of more information on the fact that driver* lack necessary visual skills without knowing it; and that almost all shortcomings can be corrected with proper vision care. Voluntary screening; voluntary correction and voluntary caution can bring immediate rendu dh ROAD DESIGN AND ITS RELATION TO TRAFFIC ACCIDENTS by CHARLES W. PRISE director. Highway Safety Study, U. S. Dept, of Commerce, Bureau of Public Roads, Washington. D. C. The assignment I have in this discussion of what's new in safety research suggests that a review of the proved benefits of cer tain street and highway design practices would be in order. Ail of you are acquainted either professionally, or at least as a driver and pedestrian, with the features that dis tinguish modem highway design. I shall not confine myself to a safety risumt of the latjst refinements in highway design. I am convinced that highway improvements of themselves can be powerful weapons tn the fight against traffic accidents. Therefore, I shall suggest a few ways in which the design of stilt safer highways may be achieved, and show bow fresh ideas can modify some of our past and present impressions concerning the responsibility of the highway as an accident-producer. In short, I shall attempt to justify highway de- 54 sign improvement in a general sense as a step toward accident prevention. Tbc engineer usually works with concrete facts and figures. This preoccupation with measurable quantities undoubtedly accounts for some of the engineer's difficulty in high way safety. The total dimensions of the traffic accident problem are measured by more than one unit. Deaths and dollars are two measurements wc use. How do you logically add units of griefstricken tragedy to the dollar units we at tach to property damage; insurance, medical expenses and the like? tt isn't readily done, and I would say that the failure to have a good understandable yardstick for the total distress that arises from traffic accidents has retarded the improvoDcot of highway de sign from the safety standpoint. Tragic Safety Initially the highway designer gave al most complete attention to structural requiremoits. Then, gradually the demands of traffic service began to make themselves felt. Traffic services, measured in such terms as travel habits, volume, speed, and traffic capacity, now have a major impact on high way design. And as better knowledge of the needs of the man-machine-roadway rela tionship becomes available, safety seems sure to get greater consider*lion than ever before in future highway designs. The growing emphasis on inherently safe highways was given strong impetus by pas sage of the historic 1950 Federal-Aid High *ay Act We can say strong impetus for several reasons. First, and without any ma terial change in the Federal-State highway partnership that has been successful for more than 40 years, a substantial increase ia federal funds was authorized--more, in fact, in the first four years than in the preceding 40 years. The enlarged highway building program, now well under way, will continue the regu lar primary, secondary and urban federalaid work at an accelerated pace. In addi tion, the program will be highlighted by construction of the 41,000-mile interstate system. Safer design, tailored to the needs of traffic on this new mileage, will be a continuing asset to our increasingly mobile civilization. It has been estimated that completion of the interstate system alone will bring about a saving of at least 3,500 lives annually, HIGHWAY SAftiy sruoy In providing for the massive program of highway construction. Coegress also took specific recognition of the traffic aeddent threat as a factor is the nation's welfare. Section 117 of the 1956 Federal-Aid High way Act calls for a broad investigation and study of highway safety. The Bureau of Public Roads now has this Highway Safety Study well started. The important objective briefly stated, is to determine what federal action can be takes to improve highway safety. Its scope extends through all branches of the traffic safety field, involving many disciplines in addition to highway and traffic engineering. The fact that Congress authorized this comprehensive study is unmistakable evi dence of concern on a national scale for the future of highway safety. Questions bearing on traffic safety re search are involved, of course, as well as the critical issue of whether the federal government should now take up new respon sibilities in highway safety, and if so; what, where, and how. Similarly, there is the question of possible need for federal legis lation of a regulatory nature. In working toward these ends, wc believe that research has unique value in the design of accident prevention strategy and we arc giving it chief emphasis in our study program. RESEARCH FOR SAFE H16HWAVS Occasionally you find those who think you can buy research much as other serv ices are purchased. Engineering can be bought, but the enlightenment that research brings is not always as easily acquired. Dr. Hafstad, General Motors* research head. re-, cently defined research as "--the effort of the mind to comprehend relationships which no one has previously known." Adequate financing is essential to progress in safety research, but we must remember that spe cial human capabilities, qualifications, and interests are at the real core of any research accomplishment The Bureau of Public Roads has been conducting fundamental researches in vehicle performance and driver behavior for the past 20 years. In most of these studies, we have enjoyed the cooperation and collabora tion of slate highway departments. Highway Research Board committees, dty traffic engineers, universities, or other research personnel. The results have been of vast importance, first to the understanding of highway design, and subsequently to its improvement. For example, the width of a traffic lane was standardized at a minimum of 12 feet when the findings showed that on nine, ten, and 11 foot lanes drivers of vehicles moving in opposite directions veered toward the edge of pavement as they met. This was especially true when commercial vehicles were involved. The few driven that did oot veer away from the center of the roadway had an ab normally small lateral clearance between the side of their vehicle and the vehicle moving in the opposite direction. 55 1957 National Safety Congress This knowledge had direct application to design. At the same time it represents a safety development, since by increasing the lateral distance between meeting vehicles the possibility of head-on sideswipes or col lisions is reduced, and by avoiding the veering action toward the edge of pave ment, the chances of running off the road way are also lessened OTHER SAFETY MOSLEMS In the studies of passing practices, speeds, headways, lateral positions of vehicles os bridges, opposite piers and abutments, in tunnels and under many varying conditions of traffic, other principles of operation ap plicable to design have also been developed. Actually, the detailed studies of traffic be havior arc observations of the potential accident situation before it happens. As such, they contribute in many ways to safer road design. During the last two years, new traffic study equipment has beat designed and built at the Bureau especially for research on ex pressway traffic operation. This latest equip ment automatically records on a tape suit able for use with electronic computers the speed, lateral position, and tune of passage to the nearest thousandth of an hour of each vehicle moving by the study site. By simple operation of a manual key, the equip ment operator can classify vehicles accord ing to type, car occupancy, sex of driver, state of registration, or any other obvious characteristic for which data are required. With such information, the potential haz ard of many roadway design and operating practices can be examined on a scientific basis without waiting for a statistically adequate sample of accidents to accumulate. The highways being built today incorporate many design refinements that were originally conceived as a result of these studies of operating experience. BENEFITS OF ACCESS CONTROL One aspect of modem highway design, which is perhaps the outstanding feature of the interstate system now under construc tion is that of access control. By this term, we mean the limitation or denial of the rights of owners or occupants of abutting property to Have direct access to the high way. With the cooperation of more than 56 half the state highway departments, the Bureau of Public Roads has explored the safety benefits of this design reSoanent. In most cases, comparative data were obtained for pairs of routes serving the same general area, one a highway with full or partial control of access, and one without control--in other words, a conventional route. We find that highways with full control of access, usually referred to as freeways, are roughly two and one-half times safer in terms of accidents, injuries, and fatalities than the usual major highway with road side driveway*, commercial establishments, intersections at grade, undivided roadways, and other built-in hazard*. The safety advantage of the freeway is outstanding in the prevention of rural traf fic deaths. Contrasted with the nationwide rural highway rate of &7 deaths per 100 million vehicle-miles of travel, the average rate for rural freeways included in the Bureau survey is only 3.4. This 3.4 is a pretty important figure for at least two reasons. First, it's only 39 per cent of last year's countrywide nirsil rate. And did you ever think bow far a 100 million miles is? The Russian "Sputnik" circling the globe every 96 minutes at the fantastic speed of 18,000 mph will have to stay up there close to eight months and make almost 4,000 trips around the world to accumulate 100 miliki miles. This vast amount of travel is producing about three deaths per 100 million vehiclemiles of travel cm oar modern rural free ways, perhaps not a record to gloat over, but one of no little consequence as com pared with the much more serious situation on highways of obsolete design. The other reason that makes the low rate on rural freeways worth mentioning is the fact that three-fourths of all our deaths in traffic occur outside of urban areas. As far as acridat* and injuries are concerned, the freeway rates are better too, but its greatest margin over conventional routes is ia urban and suburban areas. Since these areas, rather than the rural highway, are the scene of most of our accidents, freeway design is proving to have a doublebarreled advantage. Safety research has documented the mer its of many other features of modern high Traffic Safety way design. Halfway design measures are not satisfactory. The payoff in safety comes only when the design is uniformly adequate throughout. Special attention is being given these days to median design and width. Re roadway and traffic conditions for his safety, comfort and convenience. The magic of elec tronics is likely to have a port in the solu tion. Recent tests in Nebraska, where a "Merging Traffic" sign is automatically il cent studio have indicated that there is no real substitute for width, and accidents in volving the median appear to decrease rap luminated as two vehicles approach on a near-collision course, one on the entering ramp and one on the expressway, are only idly with increased width up to about 40 a start on what may be accomplished in feet, after which the improvements arc this general field of improved communica smaller. tion from driver to driver and from road Wide medians also protect motorists at way to driver. least partially from the discomfort and hazard of headlight glare: At the roadside HUMAN FACTORS as well as in the median, it is desirable that We have often heard it said that most : motorists have some reasonable recovery traffic accidents can be attributed to human ! area within which they may regain control failure. I am not so sure but that we might I of their car in the event they run off or say all However, in most accidents, die are forced off the roadway. Eventually tins circumstances are not as straight-forward I may involve more deliberate provision of and simple as many think.. Take the case, suitably sloped and graded "landing areas," for instance, of a driver in a vehicle with : as at the bottom of roadway embankments, poor brakes who has a right-angle collision ! tor example. with a careless driver ar an intersection NEED SERVICE STATIONS where the corner sight distance was limited Where is the fault? Would it be the faulty Only limited study has been devoted to vehicle brakes, the careless driver of the the critical problem of servicing the motor other vehicle^ or the highway sight distance ist and his vehicle on controlled access restriction? highways. The indications are: however, It is likely that one or the other of the that the average motorist wants and needs drivers would be charged with a violation, to have gasoline and related services, food, and lodging conveniently at hand even though he may not use all these facilities during any given trip. and it would end up in the records as an other human failure. Now. let's look at that accident again. The circumstances described suggest that if the brakes of the first vehi For example, a composite compilation for cle had been in proper working order, or if more than 500 miles of eastern toll roads the careless driver in the second vehicle mowed that about cne-fourth of the gaso line coruumcd oa these toll roads was ac tually purchased at the toll road service had exercised caution, or if the comer sight distance restriction had not been pres ent, the accident could have been avoided 'tattoos: Disabled vehicles and sleepy driv ers say seem harmless but the record shows they toot large among the accident pro ducers. If these are all factors, and the removal of any erne would have prevented the acci dent; then they are all equally to blame. In that case; one-third of the responsibility On the New Jersey Turnpike where an should be assigned to each element, the exct&ttc saicry record has been achieved, brakes of the first vehicle, the driver of die these two factors -disabled vehicles and second vehicle; and the sight obstruction at ieepy drivers .appear to have been in the intersection. ' volved ia nearly ooe-third of the fatalities that warred during the past few years. Road design and control to relieve the fre- quentpr of these and the serious chainreaction expressway accidents are today's big challenge*. This crude example illustrates -two ob servations: first, that more meaningful re search into all the factors involved in traffic accidents is long overdue, and that only by this process can we aim our accident pre vention efforts at die real targets. Hie sec Much ocher research is needed to provide ond observation is that there arc almost as the driver with improved information on the many specialized areas of tmowtedge legiti- 57 1957 National Safety Congress mately bearing on traffic safety as there arc specialists. Road design is an important one but it is only one. We will do ourselves, and the vital cause for which we work, a high service by cre ating more opportunities for interdisdpli- nary discussion and evaluation of the mam approaches we follow is the hope of greater highway safety. The unity of ail our know!, edge is little enough to throw against the grim statistics that are the Nation's high way accident problgn.dk, THIS QUESTION OF SPEED by LINDA SHULER Linda Shuler Productions, Dallas, Texas We shall consider the public in general and the feminine hatf in particular in re gard to this matter of traffic safety, espe cially speed. Why do we speed? What can be done about it? And how can we get it done? There are a number of reasons why we speed, but it all boils down to attitude and ignorance. We speed because we think it's all right to speed, so long as we don't get caught. There is no social stigma against it. In fact, it's considered a bit dashing. Both men and women are ignorant of the tremen dous risk involved. They do not understand the chances they are taking, Hot enough is being done to explain to the public exactly xcky speeding is dangerous. You assume any person who knows enough to read or who can understand a picture should have sense enough to know speed is dangerous. So it isn't a matter of intelligence. It*s a matter of convincing information. Until a person knows exactly why it is dangerous and understands the laws of physics in volved, you aren't reaching him. EXPERIENCE SHOULDNT TEACH Of course there is always a stupid mi nority who can be persuaded only by force; or who can learn only by tragic experience; But people can be convinced by public edu cation and propaganda that speed is danger ous for them. However, the recognition for the necessity of such education must come first. A person knows fire is hot because he can feci its heat before getting burned. But he can't know the danger of speed by experi- 58 rnce unless something happens ht illus trates it--and that's what we are trying to avoid. We must substitute convincing infor mation for experience; And such informa tion is not forthcoming in degree and quan tity to do the job. ! feel propaganda and information is most important because that happoss to be mv field. Others believe law enforcement is most important, and still others fed engi neering is most important. However, no field stands alone; ndi dependent on the other for good results. What can all these various fidds do m regard to reduction of speeding? And the big question, how may these proposals be carried out? Regardless of what the proposals may be. regardless of their value or necessity, their ultimate success rests with the public. The public must understand and cooperate; the public must authorize by vote; the public must pay with taxes. And half of this public is women. For years you've heard that we do not use women as we should in the traffic safety field. There are women directors of women's activities, and the work they and their or ganizations do is necessary and valuable. But it's just a drop in the bucket to what is needed. What we need is active, enthusiastic in telligent support from the women. But that cannot be obtained unless men wish it to be so. For we are not deceived--this is still a man's world. Women like to be advised by a man, like a man to help them accom plish an objective or solve a problem. Many women prefer to be led and guided by a man. Traffic Safety These women will work hard for men if ntffl do two things--sell them on the ne cessity and importance of their job and help them do it, with plenty of encouragement and a little recognition when deserved. In considering the problem of traffic safety and speed, bow can women help you? They have the time, the cars, the influence and the natural inclination for humanitarian projects. They have a husband and children whom they look for every day to come home safely. Get a woman stirred up about something endangering her children and you have fury. The subject of traffic safety and speed es pecially in areas with children, is a natural ior appealing to women. There are many good men in the traffic safety field. Intelligent, dedicated, patient-- wonderful to work with. And what are they doing? Working with men, of course. Women must follow along as best they can, or be ignored altogether. A woman wants male leadership, but she also needs male recog nition. For example; in the Dallas Citizen's Traffic Commission no woman may serve on the executive committee or be chairman of any committee, no matter how well qualified. The women resent this. As a result, the women of Dallas are not doing as much as they could for traffic safety. Perhaps the traffic cotnmissioa feels it is struggling along quite well without them, since the commis sion is accomplishing some fine things. But no matter what they want, they can get it better and faster if the women of the city want it too, A, THE ENGINEER'S VIEWPOINT by DONALD S. BERRY professor of civil engineering. Technological Institute, Northwestern University, Evanston. 111. Before discussing why people drive fast, we first must agree on what we mean by "fast." If "fast" is defined as speeds of 70 mph. or more on open rural highways, then I offer the following possible reasons: In my opinion, most people who drive on rural highways are driving with the primary purpose in mind of getting to their destination and getting there with out wasting rime. Drivers are in a hurry. With increasing traffic they lose timeF.aad few like being delayed. They are willing to pay to drive oo roads where they can save rime an example is the success of the toU road. Highways are better. With the ex panded construction program, we are getting longer sections of highways de signed for 70 mph. It's now almost possible to go from Chicago to Hew York with no stop for traffic signals. There arc also fewer roadside obstruc tions to let driver know how fast he is driving; fewe- poles alongside the edge of the pavement. Vehicles are quieter and more powerful --Twenty years ago, oar speed was generally limited m part by vehicle vibration and noise--shimmying at 60-- vibration at 65. Hot so now--we can drive 90 without any telltale vibrations from modem cars. With better cars and better roads, there is more and more of a tendency to for get about speed. On a turnpike for example, a driver will plan to drive at 65 mph. In time; his speed may creep up to 75 or 85 mph. without his realiz ing it. The monotony of some of our new roads may be a hazard. What can we do .about this problem? From the standpoint of , engineering, we can do several things: . 1. Design highways with no unexpected hazards, and at the same time, avoid monotony. This may mean for ex pressways, the use of designs which vary the width of the median, and which avoid long, moctotsoous, straight sections. 59 1957 Notional Safety Congress 2. Provide realistic zoned speed limits, adequately marked, for existing high ways. 3, Encourage use of devices in auto mobiles which will give drivers in dications of their travel speed. Some models now have as optional equip ment, lights or buzzers which operate when a pre-set speed is exceeded. In 1958, some models will have de vices which can vary the spring tensioo under the accelerator pedal. U the device is set for 65 mph, the driver can travel faster than the set speed, but the extra pressure is tiring ca foot muscles to keep the car at a speed above the pre-set value. Such a device would be helpful la my own case. My wife is normally a careful driver, and usually drives at speeds slower than the average on most streets and highways. On long distance trips on toQ roads, however, she sometimes is astounded when I tell her she is going 80 mph. A spring tensioo device would be idol as a reminder--not only for her, but for me also^ IOWA DRIVER IMPROVEMENT SCHOOLS COURSE OF STUDY by ICKT L. WOODCOCK director. Safety Education, Iowa State Teachers College, Cedar Falls, Iowa SCHOOLS Iff OPERATION IN IOWA SINCE JULY 15th 1956: Waterloo, Mason City, Dubuque. Marshalltown, Sioux Oty, Dcs Moines, Ottumwa, Coun cil Bluffs and Davenport. SCHOOLS TO BE DEVELOPED: Fort Dodge. Crcstao, Cedar Rapids or Iowa City. Decorah. Spoicer, Carrol) or Deni son and Burlington. PURPOSE OP SCHOOL Approximately 43,000 drive's licenses are reviewed in Towa each year. This search of the records discovers hundreds of drivers with bod records of accidents and/or con victions of traffic law violations. In many cases, however, oo single acci dent or violation nay have been of a nature to cause a court to recommend that the state safety department suspend the driver's license. The accumulation of a lengthy record of accidents and/or violations indicates, how ever, that the driver may be accident prone or aa accident or violation repeater. The present traffic death and accident record makes it imperative that an attempt be made to help this driver and to protect other drivers with whom he may come in contact. This is the purpose of the Iowa Driver Improvement Schools. Selection Is the work of the Iowa Depart ment of Public Safety through its divisions of driver licensing, highway patrol and safety education. The driver whose license carries numerous accidents and/or violations is asked to ap pear before a representative of the highway patrol for a hearing. In some cases, this action may be enough to cause the driver to change his pattern of driving. In other cases, more work is necessary. Each driver who appears for a hearing is given a voluntary choice: be may have his license suspended or he may attend a driver improvement school and he placed under license probation for one year. Those who chose to attend a school are notified to appear at a certain time and place. Those who do not agree are placed on 30 days suspension. Those who agree to attend school but who fail to appear or to complete the course also are immediately suspended. It is the intention of the department to place these driven in a situation that, as 60 Traffic Safety nearly as possible, resembles a school situa tion. It is understood that the drivers who are mentally deranged, criminally inclined, or physically handicapped will not attend. The schools will consist of drivers who, through nusjudgment or smsdireeboo, have either been involved is accidents or who have been convicted of traffic law violations. The recommended size of Hasses is 20 to 30 students. The school consists of three sessions, each at least two and ooe 1 bouts in length and all held within period of one weele The sessions should be divided so that the lecture, film and testing on the psycho physical equipment be divided properly. Monday, Wednesday and Friday nights are suggested; however, there is nothing wrong with three nights a a row. The following course of study sriS dearly indicate the time equal for all parts o: the school pro gram. PLAN OF THE SCHOOLS It is intended that all schools will be approximately the same throughout the sate, a set pattern lor the course of study and time element seem very important How ever, it is prestarted that certain instructors may deviate from the lectures as necessary, and will be duty bound to insert some of their original thinking into the lectures. Basically the lecture should be approxi mately one and ooc half boors in duration, with a 10 minute break. The film should run about 30 minutes, and the rest of the time should be devoted to testing on the Psycho-Physical testing equipment. Films: "DAY IN COURT* is recom mended for the first session. "LOOK WHO'S DRIVING** should be shown at the second meeting, and "INCREDIBLE JOURNEY* should be shown at the last meeting of the class. ("INCREDIBLE JOURNEY* $7&0Q. Wilding Picture Pro duction. Cfakago, 19.; "LOOK WHO'S DRIVING." S5&0CL Public Education Dept, Aetna Otwnhy k Sartty ca, Hartford. Coma; "DAY IN COURT* 865.00 Black & Whssc STtflflO Color. Consumer's Rela tions, IznenwsooaJ Harvestcr company, Oacaga EL Keystame tsit hi--re It (with test cards) --SZ7I* TettHmg Device: distance jodgmas, smeom tom. peripheral vision. and general vision testing equipment should be used. The Porto-Qimc, or the AAA testing equipment will fulfill the require ment The results of the use of this equip ment may at some future time reveal many deviations from the norm, thus care should be taken in administering the tests. Detonator (If Available) CLASS CARDS The instructor is requested to make no tations on the student's card that will reveal his measurements. The attitude marking is purely subjective, but the Psycho-Physical marking will be an actual grade of the subject. Attendance may also be kept on die sub ject's card. The course of instruction should be arct'ully laid out by the local instructor. In cluded is this manual will be outlines of three lectures that seem to fit the program best. The instructor in charge of the pro gram should make all necessary arrange ments and double check than before each session to insure interesting and informative periods. The object and intent of the school should be explained at the start of each course; and restated at the beginning of each session. The fact that the school is not intended as any form of punishment must be impressed upon all or their attitudes towar! traffic laws or toward enforcement agencies .nil not change. COURSE OF INSTRUCTION It is necessary that men trained not only in teaching but in the driver education area do the instructing.' This we feel is most important as many questions arise that can not be answered by the average lay teacher. The instructor should plan the sessions to include as much student participation in the course as possible. It must be remembered that students learn la various ways, so different methods of learning should be pro vided. These include learning through Us* tening, seeing, reading: testing and participa tion. At tha beginning of the first session some time must be taken, perhaps 20 minutes, to acquaint the violators as to the purpose of the school, its history, and the general pro cedure that will be followed. At this time it is well 'to inform them that they are ex pected to attend all three sessions and that 61 1957 National Safety Congress it they do not their names will of necessity be sent to the Department of Public Safety. The students should be informed that the instructor is a driver education teacher, has no connection with the law as an enforce* ment individual, and that the conduct of the class wilt be sudk that at any time if anyone lias a question concerning any phase of the school or the lectures, they may fee) free to raise the question. It's important they know that the instructor wilt of necessity have to control the discussion for the greatest bene* fit of the entire group. LECTURES Following are rather complete outlines of the lectures. It is not supposed that these outlines will take the place of the actual lectures, but serve as a guide, and also as a means of keeping ait schools uniform as to subject matter. All instructors are to be sent to Iowa State Teachers College before the start of the schools, where they will hear each lecture just as it is recommended that they be given. If rather copious notes are taken and the outline followed, the driver education teacher should be well prepared to meet his classes. FIRST SESSION Orientation: This normally will take about 20 minutes. On form "A** have each student place the required information. (This is an indi cation to the student that you haven't all the records, which is good psychology. Also, there may be some changes from the origi nal--such as change in occupation, educa tion. etc. This is an excellent way to check the role and each one is always sure to get a slip and fill it out because they desire credit for their attendance. Lecture: Psychology of Safe Driving. 1. Careful analysis of driving character istics, accidents and human qualities leads us inescapably to the conclusion that the butk of the psychological problem lies in the emotional and broader personality side of the individual, Unfortunately this is the most difficult of all to investigate and understand. A Wrapped up here are all the personal motives, the individual conflicts, frus trations, reactions, wishes and desires. When considered in the light of the constant change (he human being is 62 undergoing we see why it is difficult to predict driving performance. 1. What reaction does the teenager have after his girl "throws him over" and he drive* away in a tor ment? 2. How about the reactions of the youth being inducted, with the many fears, feelings of hopelessness, etc. ? 3. How about the impatient, the care less, the thoughtless? 4. Why does the personality change so greatly when some individuals get behind the wheel? B. Driving is a special form of behavior and carries with it a tremendous ego tistic weight Apparently some of the self-satisfactions are as follows: 1, Mastery over inanimate objects (us ing the automobile as an extension of oneself). Z Mastery over other people (making ' pedestrians and other motorists con form to one's wishes). 3. Imitation (identification) response: copied from parents, or other ad mired persons. 4. Thrill responses (using autos for roller-coaster type of thrills). II. Other aspects of driving include: illu sions, drugs and fatigue and boredom. III. The driver's "sensory" and muscle re sponse features. A Vision, the most important single phys ical factor including: acuity, distance judgment, color perception, dominance, glare resistance, field ot vision and moving eye has blind spots. B. Reaction time--simple, complex, an ticipation and interpretation, methods of measurement. C. Hearing. D. Steadiness and extreme nervousness. E. It would be so easy if the answer to highway safety or men the major por tion of the answer was found here We could test and eliminate and per mit only those physically fit to drive, to be liceised. t. Actually many of these defect* can be compensated for quite ade quately. Outside mirrors for hard of hearing individuals and one eyed Traffic Safety persons; turning the head to com pensate for narrow peripheral vi rion; placement of lights on traffic heads for those who have color deficiency. 2, Reaction time may be dangerous if it is either too slow or too last. The knowledge of the result of either t* the important thing. IV. Rim showing **A DAY IN COURT" A Film is approximately 30 minutes in length, B. Film points oet many types of attitudes among drivers and leaves the audience with mixed envxianx. V. Use of testing devices. A Every student should be tested on the reaction timer, the peripheral devices, the distance judgment device, and have their vision checked on the tele-bino cular, B. This may take two nights since it takes about 15 minutes for each stu dent. C. A careful analysis of each one's record is most important. SECOND SESSION Use an attendance form for each one to fill out just hts name and date. Lecture: Man Made Laws and Nature's Laws. I. Discussion cat how violation* contribute to automobile accidents A 94 per cent of all fatal accidents show a violation of a traffic taw by someone. B. KcUtkn of improper speed to acci dents. 1. Excessive speed 2. Speed in excess of weather and road conditions. J. Car mkr control. a. What it actually means, k When is a car out of control ? II. Failure to yield right of way- at stop signs, traffic lights, crossroads and uncon trolled intcnccfioa*. III. Pawing on hills and curves. A Dangers of so doing. 8. Distance one must be in his own lane before meeting another vehicle. C. DUcourtesy of straddling lane*. D. Not passing at all places where the law indicates there shall be no passing. IV. Driving while intoxicated. A Amount of alcohol that affects one's sensory controls. B. Effects of alcohol on the driver. C Effects of drugs and other stimulants as well as alcohoL D. Potentials of driving while Intoxicated. V. Courtesy, co-operation, consideration for the other driver. VI. Obedience to laws for the sake of the law's true meaning. A, Definite physical reasons for obeying all laws. I. The reasons for obeying some of the man made taws may be just as important as those reasons for obeying nature's taw*. B. Why drivers violate traffic taws. 1. Egotistical behavior. 2. Laws are made for everyone else. 3. Superior altitude of some drivers. 4. Honest tack of knowledge on the part of some. 5. Habit formation--definite contribu tor to aeddents. a. Learning to drive from dad or other relatives who have always violated the traffic laws. VII. Nature's Laws. A Centrifugal force. . 1. Skidding accidents. 2. How to prevent skidding accidents. B. Force of gravity and momentum going down hill. 1. Law requires driver to slow as he goes over a hill and always on a down grade. C Force of impact. 1. Tendancy of all loose objects in the car to continue when ear stops sud denly. 2. Force of impact varies as the ratio of the square of speed increases. , 3. Kinetic energy (stored up energy in motion). D. Ability of brakes to stop a vehicle, t. Difference at high speed*. 63 1957 National Safety Congress 2, Fading of brakes. 3. Varying quality of braking oo dif ferent types of road surfaces. E. Frictioa and (coefficient of friction). F. Reasons for many skidding accidents other than cmtrifugal force. G. Methods Of compensating for problems that seem to be unavoidable; H. Self-enforcement of rules of the road. J. Review the Psycho-physhal lecture enoogb to compare the logic of speed control and braking etc^ to Nature and Man Made Laws. VTn. Film showing "LOOK WHO'S DRIVING." A. F3m is approximately 13 and one half minute* long. B. Ftks points oat the fabey of allowing one's childish impulses to get away from him. Also in the end tbe failure to stop result* m an accident, and ties ia with the topic of tbe lecture. IX. Use of testing devices. A. Test tbe remainder of tbe students or st least as many as can be taken care of. Care should be taken that each per son knows exactly what he has been tested for. and the results. Warnings should be given if the person's score is not above the danger point. THIRD SESSION Lecture: Defensive Driving. I. The part each driver most play while behind the wheel of his vehicle. A. Definition of defensive driving, (think ing and ahead). 1. Drive oo the theory that all drivers are careless. 2. Realising that as a driver you ac tually are driving six vehicles-- your own, the one behind, the one in front, one from the right, one "* from the left, and the one yon don't or can't soe. II. Most important factors of defensive driving are attitudes and control. A. Control (what is it--what it means to safe driving), t. Driver. 2 Car. 3. Traffic conditions. 4. Weather condition. 5. Surface and width of roads. 6. Reasonable speeds. 7. Ability to stop within the assnred distance ahead. IIL Actions that cause most traffic acci dents and deaths. A. Excessive speeds. 1. Above legal speed limits. 2 Too fast for conditions. 3. Too fast for tbe driver. B. Failure to yield. 1. High percentage of slop sign viola tions, most of which occur in area nearest home. 2 Yielding to trains. C Pedestrian violations. FV. Last clear dunce to avoid an accident (define) A. Pulling away from the curb. ,B. Intersections (gtarded and unguarded) C Respect for signals. Sashing and ac tuated. D, Slowing at all intersections. & Taming at intersection*. F. Meaning of shape of signs. V. Some symbols of safety. A. The three E*s of safety. 1. Education. 2 Engineering. 3. Enforcement. B, The three Cs of safety. 1. Concentration. 2 Courtesy. S. Control. C Anticipation--Perception-- Interpreta tion--Manipulation. D. Drive for the other driver. E. Good Driving (IS) DEFENSIVE DRIVING. VI. The "mental" side of driving. A. Does it take brains to drive? 1. To some degree, yes. The J.Q. factor is quite argumentative. 2. Driver should hare sufficient intel ligence to; a. Look ahead and anticipate con sequence* of his actions. b. Profit front past experiences. 64 Traffic Safety * c. Retain knowledge of the road, d. Have maxtal ability to apply tbe rules of the road. e Have sufficient earning power to maintain vehicle In safe condi tion. VIL It most be remembered that ultimately the degree to which our highways are safe or hazardous depends upon drivers at tbe wheels of their vehicles. A. Ronds alone cannot cause accidents. L Wide roods in themselves are no safer than narrow reads. 2 Value of divided highways. B. High Powered VdadeL L Safety features of an 2 The proper asc of tbe bone power. 3. Tbe fallacy that safety features can keep yon out of accidents must be dispelled. 4. No vehicle is safe because it has has seat belts, dashes and other paddings. 5. A vehicle is only as safe as the driver. VXXL Film showing "INCREDIBLE JOURNEY." A. Film Is approximately 30 minutes long. B. Film points out how a driver may be very careful and drive as nearly per fect as he knows how, but if he doesn't allow for the other fdlow's mistake* he will still become involved in an accident that may cost fives. An excel lent film to end the sessions on. IX. Testing Devices. If there are any more, this would be the last time, of course, that they could be tested. Be sure and test everyone.A. PROMOTIONAL IDEA EXCHANGE (PMl Discusioa) RICHARD O. RENNCTT--PANEL CHAIRMAN director, automotive drv., accident A fire prevention depL, National Asm. of Automobile Mutual Insurance Cos^ Chicago Panel: Dorothy E. Willi, Better Traffic Committee; Pittsburgh. Pa.; Mrs. Robert (Lada) Shuler. Lkada Shuler Produc tions, Dallas, Tex.; Jerry Marx, Okla homa Dept of Public Safety. Oklahoma City. Ofcb.; Dan Hoffiugsworth. Okla homa Oty Safety Owial. Oklahoma City, Oklx; Ty Cobb, Dept of Public Safety, Oklahoma Chy, Okh. Dorothy Wills discussed the Annual Mayor's Highway Cooferesce la Pittsburgh. This has been a rnmimring project since 1946. Tbe one-day conference has become a springboard for most traffic safety activi ties in Pittsburgh. Various agenda, public support groups, business firms and mafia are given specific jobs throughout the year. They report back to the next year's oonfossce and are given another specific assignment From tbe conference have come a weekly audience-partidpatiott radio show, a poppet show for children, and a number of other continuing traffic safety programs R. B. King, safety officer. Virginia State Police, described a television program in which a hospital emergency room was set up as a background while a state trooper spoke to the audience. He also told about a sticker for bathroom mirrors which was distributed to hotels, motels, restaurants and private homes throughout the state The sucker reads "Are Yon Looking at Vir ginia's Next Traffic Victim?" THE IELL'S TOLL An arrangement was also made with a Richmond (Va.) radio station to sound a bell tone for every traffic victim during the past 24 hour period on a morning news broadcast This, idea was picked up by many radio stations in tbe state Jerry Marx told about a Chaplain's Corps established by the Oklahoma Highway P- 65 1957 National Safety Congress trot. Once a year on the last Sunday be fore July 4, "Safety Sunday" is held in the state In cooperation with the Okla homa Gty Ministerial Alliance, the High way Patrol prepares a kit of sermons, talks, messages and other material which is dis tributed to clergymen and others who take part in "Safety Sunday." This effort is non-secretarian and highway patrol officers give sermons on traffic safety on this day. Clayton Hess of the California Highway Patrol described the California program to combat drinking and driving. A special pro gram each December is aimed at curbing the dangers resulting from Christmas office panics. A variety of material is prepared including posters, leaflets, and spedai atten tion-getters such as a reaction timer. Warren Taylor, health and safety dept, manager for the U. S. Junior Chamber of Commerce, discussed a project conducted by a Jaytee chapter in which a newspaper offered a prize to any* driver who could stop his car within SO feet traveling at 35 m-pJi. The challenge was printed in the paper under a picture of burned tire marks on a pavement. Taylor reported that no one claimed the prize. Thomas C. Hempfield of the Mansfield (Ohio) Police. Department described a po lice-sponsored, dty-financcd "Safety Town** ior pre*school children. Children are taught traffic safety both in classrooms and in a miniature "town" with streets, sidewalks, traffic signals and markings. P. W. Graves, safety inspector for Con tinental Motors Cocp^ Muskegon, Mich, described his company's traffic safety progran which includes bulletin board cards, carton cards, outdoor posters for parking lots, place mats in the company restaurant and full-page ads in the local newspapers. Dan Hollingsworth, director of the Okla homa Gty Safety Council, told of the pub lishing and distributing of a traffic code manual in Oklahoma Gty. Linda Shuler described a television pro gram called "Aftermath" which has aroused a great deal of interest in Dallas. The pro gram takes an actual traffic case and drama tizes it using real people, real judges and police, rather than actors. W. J. Sturm of Hardware Mutuals in Stevens Point. Wis^ described a traffic safety project held in Stevas Point with the cooperation of the local taxi cab com pany, The cabs carry white flags with the Green Crocs for Safety, If as accident occurs anywhere in the city, all the cabs carry a red flag for 48 hours. If a fatal accident occurs, the cabs fly a black flag for erne week as a constant reminder to the community. Mark Markson, Minnesota Highway Dept, told of a swnmer camp maintained by the American 'Legion for the training of school patrol guards. Both boys and girls can at tend a one week course at the camp which is fully equipped with camping fadfiues.^* 66 OFFICERS OF THE TRAFFIC SECTION NATIONAL SAFETY COUNCIL 1957-58 General CAewwtew---MATTHEW G 5IELSKI, director, safety and traffic engineering depu Chicago Motor Club, Chicago, 1IL First Viee Chairman--BERNARD R, CALDWELL, commissioner, California Highway Patrol, Sscnuncnto. Calif. Second Vice Ckairman--JOHN MURTAGH, chief justice. Magistrates Court, New York, N. Y. Third Viee Chairman--J AMES M. SLAVIK, chief of police, Kalamazoo, Mich. Annual Congress Program Committee Chairman--EDWARD R, KLAMiL manager, acci dent prevention dept, Allstate Insurance co, Skokie, III. ' Membership Committee Chairman--DAVID M. BALDWIN, executive secretary. Institute of Traffic Engineers, Washington, D. C. Members at Large: RAY ASHWORTH, director, Northwestern University Traffic In stitute, Evanston, 111.; RICHARD O. BENNETT, automotive division. Accident 8c Fire Prevention dept-, National Assodadoo of Automotive Mutual Insurance companies, Chicago, 11L; T. N. BOATE, manager, accident prevention dept. Association oi Casualty & Surety companies. New York, N. Y.; PAUL E. BURKE, executive director, Mary land Traffic Safety Commission, Baltimore, Md.; HENRY W. CLEMENT, magistrate. Municipal Court, Plainfield, N. J.; NORMAN DAMON, vice president Automotive Safety Foundation. Washington, D. C; M. R. DARLINGTON, JR. managing director, Inter-Industry Highway Safety Committee, Washington, D. C; RUVIAN D. HEND RICK. judge, Gty Court, Shreveport La.; E. H. HOLMES, deputy commissioner. U. S. Bureau of Public Roads. Washington. D. C.; JOSEPH M. KAPLAN, secretarymanager, Greater Lee Angeles chapter. National Safety Council, Los Angeles, Calif.; MASON LADD, dean. College of Law, State University of Iowa, Iowa Gty, Iowa; BURTON W. MARSH, director, traffic engineering and safety department, American Automobile Assodadoo, Washington, D. C; RALPH A MOYER, research professor. Institute of Transportation and Traffic Engineering, University of California, Berkeley, Calif.; HALLIE L. MYERS, executive director, Indiana Traffic Safety Foundation. Indianapolis. Ind.; TIMOTHY J. O'CONNER, Commissioner of Police, Chicago. III.; M. W. PLETCHER, Traffic Safety Association of Detroit, Detroit, Mich.; R. C SALISBURY, director, safety division. Motor Vehicle Department, Madison, Wts.; EDWARD SCHEJDT, commissioner. Deportment of Motor Vehicles, Raleigh, N. G; GORDON SHEEHE, director. Highway Traffic Safety Center, Michigan Sate Uni versity, East Lansing, Mich.; JOHN D. WATTS, Judge of Reorders Court, Detroit, Mich. Police Division Representatives; BERNARD L. GARMIRE, chief. Police Deportment. Tucson, Arix.; HAROLD W. SULLIVAN, deputy chief. Police Department, Los Angeles, Calif. Traffic Court Representatives: J. J. QUZLLIN, judge. Municipal Court, Portland. Ore.; MORRIS ROSENTHAL, judge. Municipal Court, St. Louis, Mo. Past General Chairmen: J. E. P. DARRELL, director. Traffic and Planning, Minnesota Highway Department, St Paid, Minn.; ROBERT E. RALEIGH, Gtizens Traffic Safety Board of Metropolitan Chicago, Chicago, 111. Secretary--DANIEL G. REYNOLDS, director. Traffic' Operations division. Traffic and Transportatiou department. National Safety Council, Chicago, I1L 67 Other Volumes in this Series Users of this volume will find much value in iu companion volumes. Here is the list: Vol.No. TITLE Stock No. 1 StMril Smmm and Detailed Index ta all Volumes....................... .. 02247--1 2 Aviafaen: Airwurfcil Industries Section A Air Tramp art Section......... 02247--2 3 Satie Steps In Aaaidcnt Prevention.......................................... ........................... 02247--1 4 Cement and Quarry Industries............................................................... ............ 02247--4 5 Owmica) Industries ................................................... ............... ............... .. 02247--0 t Gael Mining Industry.................. ..v. .......... 02247--4 7 Construction Industry and Public Bmploymcnt (hUEmployee Section)... 02247--7 $ BmWcsI Equipment Industry and Public Utilities........................ 02247--I 9 Farm Safety ............................................ ........... ................................................ 02247--f (0 Fertiluur Industry ......................................... 02247--10 11 Fosd, Meat Petting A Leather Industries, Trades and Services.................... 02247--11 12 Glass and Ceramics Industry snd Rubber Industry.............. ..... ..................... WU^-12 17 Heme Safety .................................................................................................... 02247--11 14 Industrial Subject Sessions (Spansared by ASSE)....................... 02247--14 If labar ...................... ........................................................ -. 02247--IS 14 Maritime Industries (Marine Section)..................... 17 Metals lodurtry..................................... 15 Metals Praducts Industries (Automotive and Machine Shop Section 02247--14 02247--17 Paver Press and Parsing Section)........ ....................... ................................. 02247--It If Mining Industry ..................................................................................................... 02247--17 20 Mater Traraportation Industry (Commercial Vehicle Section).............. 02247--10 21 Occupational Health Nutting Section..................... 02247--21 22 Patrol*** Indmtry ..................................... 022-27--22 23 Printing and Publishing Industry................................ 02247--23 24 Pulp and Paper Industry........................................................................................ 02247--24 29 Railroad Industry ........................................... ...................................................... 02247--IS 24 School and Catlcga Safety................................................................................... 02247--24 27 Traffic Safety........................................................................................................... 02247--17 24 Transit Industry ............ 02247--21 29 Wood Products and Textile Industries................................. .......................... 02247--29 30 Early Morning Sudan, "Human Rotations and Meu-Menegamenf*............. 02247--36 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less paces-- 13 to 24 pages-- 23 to 48 pages 49 to 96 pages-- Over 96 pages 1 lo9 copies Bock lS 45 .45 .60 25 10 is 99 cofiet Each fa4o 28 47 50 75 100 Is 999 espies Each 80.17 25 43 .45 .70 1000 sr mere Each,, $0.17 25 53 .45 .70 Complete set of Current Safety Topics (30 vols.)--$9.50. Stock No. 022.17 'All prices shows are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAfCTV COUNCIL 424 NORTH MICHIGAN AVA a CMtCAOO tl. ILL. .MOOHSO: rewrote*.*.*. J*47--27 68 957 | URRENT SAFETY TOPICS Volume 28 TRANSIT SECTION Transactions of the 45th National Safety Congress (October 21-25, 1957, Chicago, IU.) NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO 11, IUINOIS CONTENTS It Isn't the Conch. It's the Team............................. ...Paul O. Dittmar S Can Safety B News?................................................................ -Bruce B. Howat 8 Sailing Safety to the Passenger. ................................... John A. Baku1 12 Selling Passenger Safety to the Operator................................Thomas L Ward 17 A Clinical Approach to Retraining............................... .. --Cad F. Ramsey 20 We're Keeping Too Many Accident Records.................................. J. G. Butler 22 We Can Do More with Accident Statistics.............. ............... Patrick S. Sirois 25 The Mechanical Department's Role in Safety..........................Hyman Feldman 28 Employee Safety........................................ .................................... William I. Little 30 Joint Session with Commercial Vehicle Section Do We Drive as We Live?............................. ........................ Dr. Preston Bradley 33 Report of the National Fleet Safety Contest Committee............ .. .& 6. Cox 37 Officers ............................................................................................................................... 39 2 LEARNING TO LIVE .. . teeming to live--safely--was the drawing card which brought more than 13.000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, panel duatsricc* and symposiums; they acquired sew ideas for helping others--and themselves to live; work, and {day safely. Ttus was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, dub fas introduced an atomic age which U bringing the continents doeer and has made the earth a wnafler world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing cpryifo fa travel and production, and sacreariag dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Coogress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--JO volumes of condensations of Congress speeches and exchanges of ideas. volume is a handy reference to different phases of acddent prevention. The complete set of volumes are listed on the bads page of each volume. Since the proceedings have been edited and condensed foe reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Coogress or in any volume of Current Safety Topics are those of the Coogress participants, and not necessarily those of the National Safety OmkA. THE TRANSIT SECTION This volume is a record of the sessions held at the 1958 National Safety Con gress by the Transit Section. The conduct of these Congress 't year is only one of the many cooperative activities which the Transit Section carries on in behalf of its members, and for the benefit of aeddeat prevention work in the transit Industry generally. The section gives guidance in the preparation of a great variety of technical yf educational material useful in the day-to-day niety programs of transit companies. The activities of the section are under the direction if its cxertrtrt* ww***w the members of which are listed at the dose of this volume. 3 IT ISN'T THE COACH, IT'S THE TEAM by PAUL O. DITTMAk president, South Suburban Safeway Lines, Inc., Harvey, III, To tell safety-directors that they don't count for much, that it's the team that counts and not the coach, would make me unpopular, and they wouldn't believe it. To say, it isn't the coach, it's the team, is to say it's not Casey Stengel, it's the Yankees; and no oae can say that and be believed. And one couldn't be right and ay. It wasn't Toscanini, it was the orchestra. Neither could you turn those statements around and ay: it isn't the Yankees, it's Casey Stengel; or ay, it wasn't the orches tra, it was Toscanini. To be right you have to say: it's Stengel and the team; or, it was Toscanini and the orchestra. It's a very rare manager or coach that <an produce a whmer without a good team; sod it's a very rare team that is a good 'ram that hasn't a good manager. My point s beefc mtst be good, or neither will be t'jad* <a. S should change this title to read Its me t'wwi md the Team. IMS MCAMNG OF SAFETY wfay means many things to different wnftr T* a cMt is marts a lighted room. To oar amsortsts it means straddling the am Wraeu two lanes, or taking both 'wives m the waAflr, in order to have plenty w mom am cadi side of the car. To other aayoeiws it means driving at 15 mph on a mph highway. To a westers cowboy it means a brace of Hx-shcoters. To a woman safety might mean putting her had under the covers, setting under the bed, or locking all the doors of her or. To many people there is safety in numbers. Exactly what should the word "safety" mean to us? In its application to us and our Industry, it should mean eliminating hazards and avoiding danger. Would your safety-coach and his team approve of the action of a city council in a certain city that was proud of its citizens, its prosperity, and its record of accomplish ment for the good of all ? In this otherwise excellent tity, accidents were happening frequently on a certain corner. After each accident an investiga tion was called for and action demanded. The actions had been the installation of traffic signals, painting and repainting traffic control tines, the erection of traffic signs and special illuminated warning signs. But, on a certain night, the family of a very prominent citizen was Jolted. This time, the newspapers said action must be prompt and effective. Days went by. The newspapers increased their pressure on the mayor and the council, but no action came. Finally, in desperation, the mayor announced the council would meet in continuous session until it could come up with reconunaidations to make that dangerous comer safe. After three days a decision was reached. The headlines read, "City Gxmdl Orders New Ambulance!" To that city council, saving lives with an ambulance was more important than elim inating the hazard and avoiding the danger. However, it is certainly more effective to eliminate the hazard, beforehand, than it U to save the life, afterward. The purpose of a safety team and its coach is definitely to save limb and life by the elimination of hazard and the avoidance of danger. And, since safety is everybody's business, it's yottr business no matter what your job and title may be SAFETY IS MANAGEMENTS KESPONSillUTY What is your title? Is it president, or general manager? If so, you should be interested in safety. It should be a big and important part of your job, one of your top responsibilities! . A transit company with a poor safety record has a poor manager, executive vice president, or president, and. most likely, it operates with the profuse use of red ink! You can't separate management effective ness into good and bad. If the top man is good at marketing bonds, and loses money through a poor accident record, he is still a 2957 National Safety Congress poor manager. A good manager Is good all the way around, including safety as ooe of his top responsibilities. Any good manager will demonstrate by His personal actions that be is 100 per cent behind safety as a <notinooas. never etvfrng program. His interest must be deep and real. He must demonstrate his genuine in terest by his actions, his personal appear ances, his knowledge of safety and accidents, and by expecting and demanding good acci dent prevention action on the part of all his management and administrative personnel. The most honorable purpose in life is devoting one's self to saving people to live, move and enjoy life If you are dedicated to this purpose you eliminate the doctor and the undertaker! The doctor who saves a life is acclaimed, and he may rightfully be proud. The here who saves a life is rewarded with a Carne gie Medal, and he may rightfully be proud. But you, you may save a dozen or a hun dred lives--no one will ever know how many--but you will ooC be acclaimed or receive a Carnegie Medal. , COUNTING THE COST There is much controversy in our industry over how much accidents cost. There is unanimous agreement they cost too much! The controversy is whether or not ail the indirect charges are included in any set of figures. You want to see the picture of the company as a whole with the basic factors of costs of personnel, goods and services purchased, depredation, accidents, and taxes. I advocate knowing what departments and factors cost. Therefore, for companies targe enough to departmentalise, they should know the dollar costs of accidents and claims, in cluding both direct and indirect costs. This would be nothing more than letting the managers and coaches know the score! Cost of Depredation Cost of Government Total Cost of Accidents and Transit Pan is nothing more than a com parison of the aerial operating score with the predetermined perfect operating score, or par. Ross Yoong sad m his book. Per sonnel Manual for Executives, "It is wdl known that measurement of any activity improves that activity, particularly if Acre is a connection in people's mind between that measurement and actual or implied consequences. . . . The knowledge that pro duction is measured improves production, and the knowledge that quality is measured improves quality.** MORE ON ACCIDENT COSTS You must have figures to know the score or to measure year safety program's prog ress or regress. After you get the costs of jeer depart ment added to a total, jeaH hare to deduct about 50 per rent from the total became die costs of your department act as a credit to reduce the company's income tax. Can a credit be railed a cast? A private eaterprise company that is earning profits retimes its oasts of accidents by about $0 per m*, but a company losing money or a mmneipally owned operation can't do it. The development of costs should be ac cording to the viewpoint and purpose. Xo owe columa of figures can serve all purposes or satisfy differing viewpoints. Certainly, accidents cost money--and much more than you think! But why think of their cost in the terms of money? No person, really injured, is ever made whole by Use paymest of money; and (be dead person is beyond all possibility of recompense! Think of your job as one to promote safety rather than one to reduce costs. YmH da the lat ter If you do the former! The operations manager, the safety <rector, and the claims manager, along with the top brass, should each receive copies of a statement of costs of accidents, to show the dollar costs of all the relevant accident and claim factors, as follows: Cost of Accidents--direct payments Cost of Personnel Cost of Goods and Services Purchased THE REAL COSTS OF ACCIDENTS Yon ran't measure the total cost of acci dents with Qtanfaers following a dollar sign. The first and most important cost of acci dents must be m terms of life and limb, pain and suffering; scars and disfigurcmoii. cripples and corpses! In those terms you have the real costs of accidents--the most Important costs--the easts that should be first in the minds of an people with 6 l Transit Section the diretnatioa of hazards aod the avoid ance of danger. The safety-director-coach whose first thought is for the pain, suffering and sor row ranted by accidents is doing the best possible job tn keeping dollar coots down. He will have a team that U eliminating haz ards aod avoiding dangers. For the scodmt yon do not have, there is no aerwtat con In other words, "without die seed, you won't have the weed." The worst "weeds- incur transit industry grow from accident "serifs" in the "soil** of harard and dugcr! ACCIDENTS IN THE TRANSIT INDUSTRY In the transit industry, the chief concern regarding aeddents is with those involving vehicles and the public. Those are most im portant because they represent the most ac cident troubles. Our safety tram is comprised mostly of vehicle operators. With these people our afecy-director-coacb can accomplish most in the prevention of aeddents and the re duction of tbrir drradfui costs. A a--iher of people working together as a team are working cooperatively in an ef fective manner, to accomplish thdr objec tive. If tbrir objective is to prevent ariddram, we can rail it a safety team. To develop vehicle operators Into M effective safrty team, we must use good nnaagemrnr methods. Management is the development of people, and the art of get ting things done through people. If our ob jective is the prevention of accidents, we ran accomplish that objective only through people cooperating. GOOD TEAM--GOOD MANAGER A good safety team will have a good manager--and to be good, he muse use the true and tried, good management methods. Call the man anything you like; but if he gets things done through people, he is a manager. You may Dot be another Stengel, Rockne, or Toscanini, bat you ran save more lives, and save more people from injury than they did! You can berime a good safety-man ager, if you will use good management meth ods to develop a goril safety team. Gimmicks and gadgets are useful to at tract attention and create interest--adverts*- mg methods--but they are not necessarily good management method*. Certainly, they do not represent the whole of good manage ment methods. Isn't it about time we put some down-toearth. fundamental, basic thinking into this natter of nfety, this seasons s--<** of saving thab and life? Safety if a serious business--the mart serious business? And we don't dignify it as a serious business with gimmicks and gadgets. If safety is your job, make tt your job. Think of it as the most important job in the world--it Is! And, ifs the most difficult job in the world just because it is the most important: A little error can cause such a dreadful and terrible result; and the correc tion of a little error can save bodies from being mangled, twisted, deformed, and from becoming corpses! Think of your job as an educational one --to teach your team the methods of safety, how to recognize and eliminate hazards and how to recognise and avoid danger when it arises. Your job Is not to instill a picnic, party, or carnival spirit in your people. I doubt that balloons, beer, gimmicks or gadgets ever instilled safety in the mind of people or promoted safety in general. BE A GOOD SAFETY-DIRECTOR Remember, your job is a serious one, and you should be serious about it Your job is to reduce the oeed for hospitals, and to postpone the work of undertakers! Learn to be a good manager and you'll be a good safety-director. You could rad Drucker's The Practice of Management to learn what constitutes good management, and what are good management methods. But if you want to be a good safety- director, a good manager of any land, you'll find out for yourself. If yon don't, you'll never be a good safety-director. If you're not a good safety-director, there will be more cripples and younger corpses--and, maybe, another bankrupt transit company! . Do you want a good safety-team? That, be a good safety-director! It Is the coach and the team! They both must be good to win: and you are the only one who can make both of goodtJ^ 7 CAN SAFETY BE NEWS? by BRUCE . HOWAT editor. Mass Transportation Magazine, Wheaton, til. My obvious answer to the question, "Can Safety Be News?" is, yes, safety can be news--and the best part of it is that safety is good news. Our world is full of bad news. And our news media feed on it. Crime and crises, rape and racketeering, misery and murderall hit up our front pages and claim the lead on newscasts. Accidents, of course, make news--usually front page. But that, too. is bad news. But safety is good news-- and you can plan safety activities which are both effective and newsworthy. My purpose in this paper is to show how publicizing your safety work can pay off and to suggest some safety activities which can be made newsworthy. Is publicizing your safety activities worth the time and effort you put into it? Yes indeed--in many ways. For far too many years too many people in industry in general and in the transit industry* especially have paid too little atten tion to public relations. They either did not care what the public thought about their business, or did not fee! that public opinion mattered, or were simply too lazy to put forth the effort necessary to help the public form good opinions about their business. SAFETY--GOOD f. K WORK Thar, basically, is the aim of all public relations work--publicity included-- helping the public to form good opinions about your company. Where else an public opinion be better formed than through safety? There are two areas in which you can publicize your .safety activities--and the payoff is different in each. From what I have seen no transit company is doing half of what it should In either held. You should first of all, publicize your safety activities locally--among alt channels of communication--newspapers, both daily and weekly; radio stations; TV stations; local company house organs (including your own --if you have one--and you should!) and bulletin boards; school and college 8 publications; and chamber of cenaacrce and service club publications. You should have a list of every cuuamiuication channel in your community ad keep a record of safety stories you send to them. You should know the (Efferent types of material each wants--and tailor tvmr stories to their specific needs. How long has it been, for example, met you Have visited tach High school newspaper editor and helped him (or her) plan a feature story with pictures of students on "How to Ride the Bus" stressing safety practices, courtesy and so on? IKJSUCtZE SAFETY LOCA1LY Here are some of the things you can ac complish with local publicity; It will help you sell bus rides--by con vincing people in your cootsmity that (hey are safe on one of your buses-- safer than they are when walking or riding in their own automobiles. Good publicity can build your reputation for safety. And a reputation for safe opera tion will become increasingly important in the years immediately ahead of us. The two fastest growing age brackets in our rapidly expanding population are in the "sn't-drive-own-automobtle" cat egories of "children under IS" aad "oldsters over 65." There are millions of potential transit customers in both of these categories- and if Mr. and Mrs. Public are thoroughly sold on the safety of your vehicles, they will en courage their "Johnny*" and "grand* mas" to ride the bus downtown. It will win friends for your company. Safety news is good news--and every one who reads or bears of your safety activities gets a good impression of your company. Continued good publi city of safety achicvoncnts and safety work convinces reporters and editors that your company is interested in safety and does have a good record. If an actideit docs occur, they tend to be more fair in treatment of it Good 1 & l t Transit Section - safety publicity heips put your com pany in a favorable light before your community. People who may someday be on a jury deciding one of your acci dent cases will be more favorable to your company if they have read from time to time of your safety efforts. It will nurture the morale and self esteem of all of your employees--espe cially your drivers. And in so doing this good safety publicity is likely to lead to even better safety records. By creat ing a reputation for safe operation you give each driver a high standard to live up to. TRY NATIONAL RELEASES You should, second, publicize your more outstanding safety activities nationally--both by attempting to get stories on AP, UP, or IKS wires and by sending stories to na tional magazines and to your trade press. The pay off from national publicity comes to you in three ways: (1) It will win prestige for your company --and this prestige can usually be "merchandized" locally--among your own employees and, often, in your local news media. (2) It will help others in the industry. Our industry is unique--the companies within it are not competitive--and thus you can help the other fellow without in any way hurting yourself. (J) By supporting your trade press, you keep it alive to help you--not only in safety work but in all phaso of transit operation. "ZERO" SIGNALS SAFETY For example, look at what ray good friends "Happy" Hall and Randy Tucker did down at Nashville Back in 1918 "Happy" suited what has turned out to be a truly fabulous "zero" .campaign. Zero may mean nothing to most people, but to folks in Nashville it is the magic word for safety. Down there the word "zero" simply means "no accidents today"--and the right hand raised in a zero salute made by thumb and forefinger is a pledge to work for a "zero" day. The sound basis for Nashville's safety campaign was. of course, careful selection, good training and a lot of personal attention lor each operator. But the real rallying point for the entire safety program was the "zero" theme. Interoffice phones were answered with "zero" instead of "Hello." Employees greeted each other with "zero" instead o! "Hi." A large "zero'* flag was suspended from a staff in front of the main office--and lowered to half mast when an accident marred a zero day. The zero theme was seen everywhere--on placards, on old tires, on company calendars and business cards, on utility poles along new routes-- everywhere! Locally, Hall's "zero" campaign was ex tremely successful. Accident rates dropped year after year. Before the campaign started Nashville buses were travelling only 10,000 miles per accident. After a few years of zeroes, NTC buses were covering 22,000 miles per accident. Newspaper coverage was excellent and the zero symbol so caught the public fancy that traffic policeman and even citizens were saluting NTC bus drivers with the zero symboL ZERO CAMPAIGN SCORED Happy and Randy could have let the thing ride--on its local success. But they didn't. They invited me to come down to visit them, made local "hay" out of the visit with a "safety luncheon." and gave me the material for a darn good story for Mass Transportation. What did this story do for Nashville Transit? Well, they* bought 50 or 100 extra copies of the issue in which it appeared-- circulating them among civic leaders, past ing tearsheets* on employee bulletin boards and getting local newspapers to write stories headlined: "National Magazine Praises Nashville Transit Safety Record." What did it do for Mass Transportation? It gave me a good feature story--of great interest to our readers. What did it do for the industry*? St Louis Public Service Company and other companies rad about it and launched similar campaigns of their own. As is the case tn most phases of our life, when you help others you just can't help but you help yourself. ft might be helpful to prepare some sort of chart to keep track of your safety publicity efforts. You could list each media, possibly indicate types of material each is 9 P9ST National Safety Congress interested in and then indicate stories sent to each. Some such record will immediately flag for your attentloa any media who haven't had a story sent to them for a long tTM*, prevent embaratripg repeats and give you a visible record of your safety publicity ac complishment*. There is a pay-off for good safety publi city. How do you get it? First, of course, if you have a public relations man, you should work closely with him. Because safety work is so loaded with public rela tions possibilities; the safety director and public relations man should be as dote as ham and as (and you ksow which oa is the haml). But whether you work with your PR man or go it alone, the mechanics of getting good safety publicity are the same. There are many types of safely activities which can be publicized to advantage. Here is a brief check list of some of the things you can be (and I hope "are") doing to publicize your company's desire (or safety: Your "routine" work can be news: --Driver selection and hiring--rates a short news release, stressing the Itigh standards" you set. --Driver training is good for an occa sional feature article. And. incident ally--and trite but true, every safe driver you have is a public relations man for your company. --New safety devices used in training or placed on vehicles should always have a release written about them. When new buses are added to your fleet, a story should go out telling about all of the new safety devices on them. # Routine "announcements'* of safety activi..cs are news: '--When any driver, division or the com pany as a whole achieves any kind of a safety record, send out a news re lease. You may have to develop some new statistics or "create" the record but some time spent going over opera tion division records or the personnel files can prove valuable. --When any individual employee, divi sion or the company receives a safety award, send out a news release. Such 10 releases can be made more news worthy by having some big name entertainer, athlete or celebrity nuke the award such as Dallas Transit has done with its "BUSTER" awards which lave bees made by Jane Russell, Danny Kaye and a host of other stars. Life-saving actions by your drivers are news. If one of your drivers puQs a motorist from a burning car. rescues some children in a flash flood or per forms some other heroic act is the fine of doty, that's news--mid it's your job to feres out those stories aid get them to the news media. Special safety activities offer yon your greatest opportmuty--sad all for the greatest imagination on year part. Hare. for example, are a few special actiiuies various transit companies have used to promote transit safety all of which lod thensdves to publicity: --A bus drivers* "roadco" such as has been successfully staged by Britah Colombia Electric Railway Campway in Vancouver, Indianapni; Transit and others. Indianapolis, for example. coupled their "Driircrama" with an open honac and not only drew a good crowd but also got lots of valu able newspaper, radio and TV publi city. But drivers tanptttd over three courses-- a 200 inch straight line with four inches on each ride and reverse; a simulated mid-block stop m a 75 foot loading zone with parked vehicles at each end; and a tricky serpostine. Each finalist re ceived a cash award--up to $100 for the winner. An arena! "bus drivers roadco" could be not only a fine training gimmick but also a wooderful safety publicity hook for you. --A bus "float" to appear in any and all parades--Memorial Day, Fourth of July, Christmas or what have you --with a special paint job to sell transit as die safest form of city travel. --A Saf-T-Goaeh such as Tranrit Casualty has developed. Many transit . companies have achieved wonderful public relations results with such a coach. AI Hoove's Topeka Tsana- 1 * 4, , 4* ' 4' ,k i, ,r . 4, ; ** *k t# ' *_ ' Transit Section portatiou Company, few example, re cently put a specially painted "Safety Bus" at a downtouu curb for 10 days. Thousands of Topekans went thorough the bus, 1,500 taking the reaction test and 500 fitting down before Keystone eye tew r-sc'tuie. --Booklets on safe dri-/*- 'showing stopping distances, - t>er signals, facts on tire care and on) or book lets ou "How to Rice n 'us" (pos sibly using cartoons to r careless habits that lead to on-board, boarding and alighting accidents) can be dis tributed as a public service thru "talce-coe" racks and other means. --A downtown department store win dow display of safety devices used oo your equipment, safety posters and other attractive, interesting material. --Shop tours, participation in B-I-E days and "open house" programs which induce the public to visit your shops and see for themselves the good maintenance and driver training which makes your buses safe. --Bus company awards or citations to safe drivers in the community--based oq reports turned in by bus drivers. These news-making safety events all started as an idea in some safety director's noggin. 5tnubtr ideas can--and should--be hatching in yours! A couple of weeks ago Dr. Herb True of Notre Dame came out to Wheaton to talk to our sales force and editorial staff on "Creativity." Being crea tive--and that includes developing new ways to publicize your safety activities--does not depend, according to Dr. True, on your heredity, your I.Q, your health, your edu cation or your years of "experience." CREATE SAFETY NEWS Your creativity depends on what True labels "tremendous trifles'*--your personalcomraitxnent to your job; your opea-mtndedness to new ideas and your experimental nature. The real key to making safety news lies within you--and depends on your ability to see news in the routine things you are doing and to create newsworthy things. In addition to newsworthy transit safety activities which you might pin, here are some "non transit" safety activities in which a transit company can be of real service and reap deserved public relations rewards: --Using car cards and bumper stickers to bade local safety campaigns. --Conducting community driver testing. --Lending equipment and personnel to high school* for driver training. --Sponsoring school safety patrols. --Giving free "ScotchHte" to alt bi cyclists. --Donating special school zone "stop" and "slow" signs. --Promoting Red Cross and other com munity safety efforts. --Maintaining safe driving billboards throughout your city. --Furnishing safety posters to schools and industrial plants. BEING A NEWSMAN Finding or developing newsworthy safety activities is the first step in "making safety news." The second step is getting the story to news media in such form as to assure its getting into print or on the air. News papers (and other news media), contrary to what you might think, actually welcome a story showing the ability and skill of your drivers. 1 have never known an editor who was not hungry for material for his next edition. It is, therefore, the easiest thing in the world to get a newsworthy item into your newspaper. Aerially, today's editors are more in terested in business news than ever before A study by George Gallup, based on inter views with 7,000 readers, will be published this fall--"the most comprehensive study ever undertaken of the American press.'* Pollster Gallup has already indicated that the study shows that news of business not only deserves more space and prominence than it gets in most dailies, but has a far bigger potential audience than most papers have bees exploiting. The twin keys are nemiwortkinesx and proper presentation. Tbe first dung an edi tor wants to know is where the story is coming from--so tell him. Up m the right hand corner of the page single-spaced, pot your name, title; company address and telepbeoe number--so that be can check facts or ask for additional information if be wants to. Then skip a line or two and give tbe date. 11 19S7 National Safely Congress Then drop down four or five lines and start your story--leaving at least an inch and a half margin at the left and an ample margin at the right. Editors use this space to designate type sizes and to make changes. The story itself should be double spaced. Your editor wants bis stories short and factual. Pack your five W*s {who, what, when, where and why--or how) into the first paragraph. Put additional facts in succeeding paragraphs. Omit the superla tives. flowers and excessive use of your company name. Just tell your story--in a short, interesting and factual way. Your editor likes pictures -- dramatic, right inch by 10 Inch glossies, Is fact, a food picture or set of pictures is your best guarantee of getting a story published. If possible; try to get a celebrity into your pictures--a movie star, a visiting dignitary, a famous athlete or some local big-wig. Children, too, are sure fire subjects in pic tures. It helps, too, to get to know the reporters, editors and broadcasters in your town. But, really, this is the least of your worries. A good, well-written story sells itself. If you have a public relations or publicity department, you'll undoubtedly want to channel your releases through them. If not. you may be sending them direct to news papers, broadcasters and magazines. In either case you, as safety men, should mas ter these fundamentals of journalism--the who-what-when-where-why lead; the short, factual story; and the dramatic, interesting picture. A. SELLING SAFETY TO THE PASSENGER by JOHN A. BAJCEJt director. Training A Accident Prevention, Chicago Transit Authority, Chicago It's time we recognize that if we want to make a substantial reduction in passenger accident*, we must sell safety to the pas- Training our driven to recognize poten tially dangerous situations and to apply de fensive driving principles has contributed greatly toward a substantial reduction in traffic accidents over the post several yrars. A substantial reduction in passenger ac cidents can be effected if we follow the same logical approach with our passengers. We must get them to recognize that they have tome responsibility for their own safety. Wc must make them aware of potentially dangerous situations. We must help them learn to apply defensive riding principles. In developing these remarks on selling safety to the passenger. I have relied heavily upon information and materials from sev eral sources. This docs not mean that the opinions or the Ideas put forth are neces sarily endorsed by those of you who con tributed materials. We wiU discuss these three: I. Surveying the transit industry 12 2. The need for passenger safety edu cation 1. Carrying out effective passenger safety education Because the purpose of my presentation is to relate what CTA and other transit properties are doing to sell safety to die passenger, a brief questionnaire was de veloped and sent to several transit prop erties. This questionnaire was designed to be answered quickly and the questions were phrased ut the hope that we could add to gether the experience of several properties to form some general statements about the subject. These were the questions asked: 1. Does your management feel it is a good policy to conduct passenger safety activity for passengers them selves? 2. What has your property done to edu cate your passengers on how to ride a transit vehicle nfdy? 3. How have you evaluated the results of your efforts to sell safety to the passengers? I * l i1 > -> t > 1 *1' * * Transit Section In addition to these questions, properties were requested to send samples of materials used in passenger safety activities. The questionnaire was sent to the mem bers of the executive committee of this Transit Section of the National Safety Council. These persons provided a good, though small, sample because they repre sented properties of all sizes, they repre sented several geographical regions, and they quite obviously had a great interest in the subject of passeiger safety. SHOVED INTBtEST The fact that 25 of the 30 companies surveyed replied and a good portion of them sent materials is proof of their interest in this subject of passenger safety. Time of you who were not included in the survey are urged to contribute your ideas and de scribe your property's activities in this area during the disctuooa immediately following these remarks. Here are the general responses to these three questions: In response to Question !. "Does your management fed it is a good policy to con duct passenger safety activity for passengers themselves?". 20 of the 25 properties re plying answered "Yes.'* three properties an swered "Ko," and two properties had di vided opinion or questionable answers. The response to Question U, "What has your property done to educate your pas sengers on bow to ride a transit vehicle safely?", was even mem one-sided. Of the 25 ownpanics replying, 23 are carrying on some kind of passenger safety activity. The type of activity varies widely, but by far the most popular types of activity arc car cards, "take ones;" driver cautioning, and other on-vehicle techniques. The response to Question fll, "How have you evahated the results of your efforts to sell safety to the passenger?" indicates that nooc of the 25 companies has been able to measure the effects of passenger safety ac tivity in specific terms. However, several persons commented enthusiastically about the benefits of passenger safety education in general terms. Responses to the questiomnire indicate that transit properties recognize the impor tance of erfaratmg the passenger and are carrying on some fora of passenger safety education as a oecessary means of reducing passenger accidents and claims. In fact, there seems to be a feeling that we are doing too little to sell safety to the pas senger. Such commcuts as "We are not doing enough in this area," and "We hope to increase our efforts to educate pas sengers" Indicate this disturbed feeling about passenger safety education. So an apparent dilemma exists. We fed we must educate the passenger to ride safely; yet, something seems to be prevent ing us from doing a more effective job. Several problems are brought out as reasons why we haven't done more to sell safety to our passengers. Let's look briefly at some of these problems that are connected with passenger safety education. First, we recognize the difficulty of selling safety to the passenger and fed unsure that we can do an adequate job m this area. It U extremely difficult to write a message to our customers that is direct and yet will not be taken as a criticism of them. We all tend to do things we are familiar with and things we feel we can do well, rather than attempt to do the things we are unsure, of even if they arc things that need to be done. SUGGEST FALSE CLAIMS .Another problem brought up frequently is the feeling that stressing hazards might tip off unscrupulous passengers as to where and how they might claim injury. This feeling may or may not be justified. Has anyone proved that talking to passengers about their safety results in more claims? It seems logical that unscrupulous passengers will at tempt to frame false claims regardless of our attempts to warn our passengers of hazards that do exist. A third problem brought out by the ques tionnaire is our inability to measure the effects of passenger safety education in con crete terms. We are unable to hold many changing factors constant while we measure the results of our passenger safety activity. This same problem exists is other oecessary fields of endeavor. Safety training of our operators and in stallation of safety devices in our equipmot are examples of activities "-hose worth we cannot measure in exact dollars and cents. But we have learned that it is terribly ex pensive not to carry oo such activities* so 13 1957 Naiionat Safely Congress we carry then on. wen though we cannot determine their exact worth. Not the least of the problems is the feel ing that it a inconsistent to talk about our good safety record and then stress the haz ards of transit pare!. This is not a prob lem unique to us as bus operators. The air lines have faced a similar problem and have done an effective job of resolving this "in consistency." WRONG TO STRESS HAZARDS? Each air line passenger is required to fasten his seat belt when taking off or land ing. and this requironon has not caused a loss of confidence in the safety of air travel. Quite the contrary, this firm policy gives us assurance that hazards are recognized and our safety is put firm--sometimes even ahead of our convenience. 1 am not trying to ridicule or to mini mize any of these problems. They are real and the solutions to them are not obvious. What I am saying is that they should not be used as excuses for failing to attempt to sell safety to our passengers The real issue is: Is it necessary to in form our passengers about the hazards connected with transit travel? Must we persuade passenger* to take necessary pre cautions for their own safety? This issue must be resolved in terms of the conse quences of selling, or not selling, safety to our passengers. Only after we resolve this issue should we consider these problems connected with passenger safety activity. The consequences of not informing the passenger are great Today, the public de mands fast transit travel. Traffic conditions require fast starts, slops, and swerves. Pas sengers must recognize these inevitable haz ards of transit travel and develop good riding habits. PASSENGER CONTROLS SAFETY Tn many instances, the passenger has more control over his safety than we do. How toany passenger accidents did you have last year that were due wholly to the actions of your bus operator ? Or. put it another way, how many of your passenger accidents could have been prevented by the passenger? How many could have been prevented only by the passenger? We must sell safety to the passenger. If we don't, we miss our best means of re ducing passenger accidents, and we Ipse some of our investment in driver training and good equipment design because our pas sengers will not take full advantage of the safety helps we provide. We are responsible for the safety of our passenger- and we are fully aware of the responsibility. But this does not mean we cannot ask our passenger to help us keep him safe. It is as much his objective to ride safely as it is ours to provide s safe ride for him. We cannot fully accomplish this joint objective without his help. We must sdl safety to the passenger. Once we have recognized the necessity of safety to the passenger, we must turn our attention to developing and carry ing out activities that will accomplish our goal There are certain principles we must l:ecp in mind if we are to develop activities that wiU be successful. PASSENGER SAFETY EDUCATION Ftrst, our program must be audience ori ented. Who are we trying to sell? What do we know about our passengers? What characteristics do they have? What in{crests? We must tailor our activities to the interests and desires of our passengers. Wc can give special attention to certain type* of passengers who have demonstrated they are in need of safety education. Women passengers, elderly passengers, handicapped persons, and children, for example, can be singled out tor special atten tion in our program. We should also at tempt to involve our passengers in our passenger safety educational activity. When people participate in a program, they accept the contents more reathiy and remember the facts longer than when they arc completely passive and have oo port in the program. You are probably familiar with this claims questionnaire used by Transit Casualty companjr. Through this questionnaire^ Transit Casualty is attempting to find out more about causes, contributing factors, and the characteristics of the people who are in volved in accidents. With this type of in formation, activity can be designed and slanted towards those passengers who need the bdp most. The Sunday riding pass from Cmeirmari Street Railway company shows how we cos utilize a medium that takes notice of a 14 *k J1 1f .. ,r 1 Transit Section special port of our audience. In Cincinnati. Sunday posses are used a great deal by elderly persons. Elderly people have more than their share of passenger accidents. Therefore, the Sunday pass was selected as a good medium for this type of ptnimge* safety message. The next two examples show a means of getting passengers involved in passenger safety activity. One from Capitol Transit ia Washington. D. CL, shows a "take one" with a safety slogan blank. Passengers arc encouraged to send ia safety slogans and arc awarded cash for slogans that are ac cepted. Twin Cities Rapid Transit in Uinneapoti* has a rimilar program siring a "take cue" to mvite passengers to send in safely suggestions. These camples show that activity can be tailored to the audience we are trying to reach. In addition to tailoring our ma terials to oar audience. perhaps we could tailor our method of approach by working with groups that represent riders who re quire special aramboo. We aright effectively reach our women riders through mota't groups; our handi capped riders through organizations that train and help then; children through schools. Before rhoosiag techniques and de veloping activities, we should stop to re member whom we are trying to sell. Our program should be audience oriented. NEED CONTINUOUS EFFORT Another principle to keep in mind is that our program most be a continuous effort. It isn't rrasoeable to expect a one-shot ap proach to accomplish our objective. Reduc ing passenger accidents i* * long-range problem. We must recognize that hazards will not be eliminated by this activity and that we must combat these ever-existent haz ards with continuous passenger safety edu cation. Perhaps it's more realistic to think of passenger safety education as waging a continuous delaying action rather than ex pect such activity to solve the problem. Our program should be teamed-up with accepted plans, activities, campaigns, and organizations. Transit companies are sot fighting the battle of reducing passenger ac cidents all by themselves. Many organiza tions are effectively working oa passenger safety as well as other areas of public safety. More effective results for our programs can be obtained if we will coordinate our efforts with the civic and citizens groups. People will accept criticism and suggestions much more readily from "accepted" agen cies such as the National Safety Council, churches, schools, or citizens' safety groups than they will from a transit company. Here are some examples of activities be ing carried out by various transit properties in conjunction with accepted organizations and campaigns. This first example is a decal CTA has installed in our buses in cooperation with the Citizens' Traffic Safety Board of Chi cago. These next two examples are a series of posters designed by CTA and displayed in Chicago public and parochial schools. Milwaukee Transit sent in two car cards' and a booklet for school children oa "How to Ride a Bus." Here again, one of. the posters is sponsored by aa accepted safety eommmioa. and the booklet is distributed through the school system. Sd> DAY CAMPAIGN Here's a campaign that should be fa miliar to all of you: the S-D Day cam paign. Car cards and backs of transfers are used by CTA as part of our public safety activity. We coordinated our pro gram with this Rationally-observed Safe Driving Day Program. When we design passenger safety activity, we should stop to ask ourselves. "Are we trying to go it alone, or are we taking full advantages of relationships with ac cepted groups?" Oose working relationships with safety and civic organizations can ex tend and increase the effectiveness of our efforts to sell safety to our passengers. Whenever possible, our program* should be integrated with related company activi ties that are wholly or in part designed to accomplish the same results. Passenger safety education is not a substitute for driver training or good equipment design. Actually, passenger safety education is a necessary supplement to these activities. Unless passengers are informed, they do not take full advantage of good equipment design. As Mel Bullock's study points out, any of the claimants interviewed admitted stanchions were available, and their use IS 1957 National Saftty Congrtxs Transit Station would have prevented passenger accidents, but Cor some reason they did not see fit to take advantage of the safety devices pro* techniques that illustrate how they are get ting a brief, specific, understandable mes sage acres*--right on the vehicle. Oar passenger safety education program must be built around sound principles. We must: 1. remember the audience; 2. make C--Continuous effort T--Teamed up with accepted organiza tions vided. CTA has a specially designed training bus to take the passenger safety program to bos drivers. At the ant time, we used several on-vehicle techniques such as car cards, "take ones." and. backs of transfers to ap peal to our passengers. We integrated our driver training and passenger safety activi ties into one program. Indianapolis induded a Driverama with an open house to demonstrate the slall of their bus drivers to the public. .Another technique that many of us use is a permanent safety message in the form of a decal which can be effective because it can be used to point out a specific hazard in the place and at the time when the haz ard exists for the passenger. "Gus. the Bus" is an Atlanta Transit System's personalized safety coach. These bases are used in regular service and coorain a recorded safety message mounted near the center exit door. Atlanta has devel oped aa intensive passenger safety program oar program a continuous effort, 3. team up with accepted organizations. 4. integrate our passenger safety activity with related com pany activities. 5. emphasize specific sub jects to our passengers, and 6. never miss a chance to sell the present safety of our transit ride. Recognizing the need for effective pas senger safety education and developing a sound passenger safety program will accom plish ottr objective if we put these princi ples into action: I --Integrated with related company ac tivities O--On specific subjects N'--Never miss a chance to sell the present safety of our transit ride. To make the principles easier to remem ber, we have figuratively put these princi ples for effective passenger safety education Into action. I hope this will remind us that we must literally put these same principles into action if we arc to accomplish our ob jective--the fewest possible passenger acri- around this personalized bus. A--Audience oriented dents^A USE HOUSE ORGANS The final principle to remember in telling 'Transit News," CTA's house organ, is put out monthly by the Public Information department. An employee publication, which usually ls a wide circulation outside the i SELLING PASSENGER SAFETY TO THE OPERATORcompany as well as to families of em safety to the passenger is never miss the chance to sell the present safety of our transit ride This may seem quite obvious, and yet, I wonder bow often we remember to stress our safe ride. Stressing present ployees. provides an excellent medium for continuously emphasizing passenger safety. safety and asking for the passenger's help to keep him safe are not at all contradictory. by THOMAS L. WARD Our Public Information department use* Here arc some of the ways that properties a character known as "Bill Saver" in much have included emphasis on present safety in supervisor of {raining. Milwaukee St Suburban Transport CorfL, Milwaukee of our literature to the public, so we their message to the passenger. "latched on" to Bill Saver to talk about *atcty in this one. Existing company activities provide many opportunities to sell safety to the passenger, and often effective results can be obtained through combinations like those we have just teen. In presenting information to our pas sengers. we should concentrate on specific subjects whenever possible. Our message should be easy to understand. If the mes sage is too long, too general, or too hard to understand, we will not get our point across. So let's figure out what we want to say and punch it across in an interesting, brief, easy-to-understand manner. Most of you are probably familiar with the National Safety Council's Data Sheet N'o. 13. This U a good source of specific information on how passengers should ride transit vehicles. There are several good techniques avail able that can be used right on die vehicle so that the message goes to the right peo ple, our passengers, at the time they are exposed to the hazards. Several properties sent la samples of "take ones,'* car cards, and ether os-vehicle In Atlanta Transit System's "Gus, the Bus" program, the safeness of the transit ride and the automobile ride arc compared. Miami Transit stresses the same compari son la a "take one.** A CTA car card telling passengers that their driver has been trained in passenger protection is another way to stress the safety of their bus ride; Toronto Transit, TTC points out that their men are winners of the ATA Safety Award. They are stressing the safe driving ability of their drivers in stilt another way. ALWAYS SELL SAFETY _ If we ran gain our passengers' confidence, if we can make them feel that their safety is put first, they will be more receptive when we ask them to help us keep them safe. So we must never miss a chance to sell the present safety of our transit ride. We must decide to sell safety to the passenger because passengers have more control over their safety than any other factor. Unless they recognize the hazards and apply defensive riding habits, we can not fully accomplish our goal of cutting passenger accidents to the minimum. "How ran we reduce passenger accidents, particularly the on-board acadent." appears to be the $64,000 question in accident pre vention in our business. Our claim depart ment oast figures show that more money is being spent to settle on-board accidents than our collision cases. Until a few years ago, our safety concern was the rise in traffic accidents as the num ber of motor vehicles on the streets in creased. Now the traffic accident rate for our company has been reduced more than 55 per cent from lSJ7 accidents per 100,000 miles in 1951 to 6.40 traffic accidents per 100,000 miles in 1956. It is true that many passenger accidents are minor, but many result in serious in. juries and are costly to the company. Currently settlements for passenger acci dents on our property total about 50 per cent of claims cost. Most chargeable traffic acridcnts can be attributed to operator-failure. Our success in reducing traffic accidents is from working with the faults and attitudes of the individ ual operators. A large majority of the passenger acci dents are from man-failure, and we fed the answer is proper training and retrain ing of operators and encouraging them to follow the best operating procedures. Over the years, the company has provided aids for the passenger to board, walk through the vehicle, support himself when standing and in alighting, such as grab handles, stanchions and grab roils. SELLING PASSENGER SAFETY This is currently being done at every opportunity, such as: I- During the orioitatlon and training of beginners. 2. During periodic regular follow-up of ail operators. 3. During the refresher training for 90 day men. 4. During remedial training of accident repeaters. 3. At all contacts of transportation de partment supervisory personnel with operators. In ,the orientation talk, we prepare the trainee's mind for the training course and the job. 1957 National Safety Congress Besides stressing the importance of driv ing u an occupation, we instill in him the desire to do the job ofely and efficiently. We point oat that the good driver, be sides knowing the written rules of the rood also knows and follows the unwritten laws; such as: --When behind the wheel, be must be attentive at all times; --He must be alert for die unexpected; --Through repetition of correct driving patterns, be established good driving habits which become a ya uiiamt port of bis driving. Skill in cooneciion with driving is more than just the manipulation of the controls. We develop skin through well guided prac tice. Using proper methods of instruction and a competent instructor is the first step in teaching good driving habits. True skill is die result of repeated prac tice. The good driver is ooe who practices correct driving procedures until they become a habit TRAINED IN TRAFFRC After the trainee learns the mrtriirniral operation of the bus, masters the boric maneuvers and is thoroughly familiar with traffic rules and regulations; the next step is driving in traffic Before and during these rood txfpr is***, the trainee is indoctrinated with the prin ciples of defensive driving. One leading cause of accidents (passenger or traffic) is the driver's failure to cope with the unusual traffic situations. We train the new driver so that when he encounters these unusual traffic situations, he win react to avoid an acridcot The important factor to combat these situations successfully is to anticipate the oa^ursee of an tmumal traffic situatiocL Tramees are taught to "think ahead" to anticipate the unexpected. If prepared for the unusual--they will have no unusual. Of equal importance in avoiding accidents when the unusual situation develops is know ing the correct mechanical action and then performing it properly. A driver is taught and practices the cor rect responses to unusual situations. Fre quently when the unusual situation develops; the driver does not have time to analyse 18 the situation. He most depend on prior training for the correct response. We use various visual aids and distribute &S.C. pamphlets: 1. Defensive driving. 2. How to be a mtouth operator. 3. Passenger safety. We teach that "courtesy and safety" go together. Emphasis is placed on the need to be alert for crippled people, old people; children, bos stop hazards. The operator is instructed to assist the bKnd, the aged, the crippled and the overloaded passenger? and others who have difficulty boarding, standing on board or alighting from the bus. A word of caution "witch your step" may save an acesdeot Operators arc taught to practice courtesy continually. The cour teous driver is also a careful driver. Sellasg try Follow-*} Instructors When the trainee has demonstrated a satisfactory degree of driving drill, he is assigned to a bus and a run. His training does not end at tins point however. A follow-up instructor rides with the new driver during the first few day* and peri odically thereafter to observe driving habits and reinforce the initial training. Habits relating to passenger safety are watched and emphasized on all of these contacts. If bad habits are developing, the follow-up instructor retrains as necessary. REFRESHER TRAINING FOR to-DAY MEN The purpose of this ooc day refresher course is to review the operators* original training and instructions after they have had experience oo the job. The program is a six-hoar conference session with subjects re viewed by slide illustrations of typical traffic and passenger situations. Since passenger safety is a great eoncan, the conference reviews the original instructions on bow to avoid situations that may require emergency brakes and the pos sibility of throwing pawnger*. The settle ment cotes of on-board acridoxts and typical cases of preventable acrident situations are Selling During Training for Rtptaters We have a good record on each operator's performance on the job; and use it tor done follow-up and early indication of increased * Transit Section frequency or the specific nature of accidents experimeed by individual men. For operators who are acrident repeaters or observed in faulty driving practice, our first problem is to discover the driving faults and then look for the reason for faulty driving. If it is primarily bad habits, additional training to instill good habits and proper attitude toward the job may be all that is necessary. However, careful examination of the driv er's accident record and attitudes on and off the job and during a personal consulta tion raay reveal family trouble or mental instability a* the root came Sympathetic treatment can relieve the operators of onthe-job tensions. We may be able to solve his bask problem, because often the driver does not recognise his difficulty. If counseling and retraining fail to inn prove the employee's accident record, he is reassigned to noe-driving duties or released. SELLING SAFC1T AT ALL LEVELS Flyers, posters, bulletins, and honor rolls, have been tried to sell safely and keep acci dent prevention asd defensive driving up permost in a driver's mind. Operators are frequently contacted by divi sion superintendents, follow-up instructors, route supervisors and other management rcpreareitarivea. Some months ago we in augurated the practice that each contact... discussing a complaint, miss, accident, 6r merely chatting . . . should conclude with a brief safety discussion and the need for con tinuous defensive driving. The objective was to keep the story and importance of proper driving behavior foremost Short five-minute reeonsideratioo on being alert and using good judgment to avoid accident situations will serve as as effective reminder and supple ment other efforts to make our operators real defensive driven. We intend to contact every man on the system through this particular means. These short talks arc well received by operators and are a satisfactory means of keeping men aware of accident problems. Quarterbacking the safety program ts the committee on personnel and accident preven tion. Committee members are the operating vice president, who serves as chairman, the superintendent of transportation, the two assistant superintendents of transportation, the training supervisor, the personnel direc tor, the claim agent, the engineer of way and structures, and the superintendent of equipment. This committee meets monthly to initiate plans for further improvement of safety. Goals are set. Facts relating to past accidents are reviewed. Where cor rective steps are possible, orders are issued and action started. Safety is the first order of business at all departmental staff and supervisory meetings. We continue practices which in the past have been effective accident prevention and keep a watchful eye on operating procedures. We correct and icuntruct as necessary and are continually searching for new ideas to improve our safety performance. We must do an increasingly effective job of instilling proper skills and attitudes in those behind the steering wheel--emphasizing the positive force of driver education and the deterrent influence of a soundly administered enforce ment. To beat a better record each year becomes increasingly more difficult Our passenger accident rate' tn 1956 of 5.92 per 1,000,000 passengers was bettered by very few Ameri can cities. However, we do not rest on our laurels, but exert every effort to improve our operations and eliminate needless aco- dqits.A A CLINICAL APPROACH TO RETRAINING by CARL F. RAMSEY chief station supervisor, Cleveland Transit System, Cleveland, Ohio "Retraining" perhaps means different erating principles and practices, and all de things to different people. But here "re* training" is any safety education or instruc tion given operators after their initial train ing period. tails of the retraining program. Safety should not compete with anything for their rime, attention, and enthusiasm. The opera tors must feel that the supervisor wants to Although conditions may vary from prop help them, is interested in their growth and erty to property basically safety problems improvement, and will be pleased by tbar are the same. A clinical approach to retrain success. The supervisor must recognize ing has five divisions; that our biggest problem is not "defective Preparation of Supervisory Personnel a. They should be specially selected, equipment"---is not "accident hazards"--is rat "tiie other vehicles." Our biggest rafety problem is people--our operator*. h. They should be specially trained. A definite relationship exists between su pervision. operator's attitudes, and accident frcquaicy. The supervisor is a key man in STANDARDS FOR OPERATORS a. Determine average number of accidents .per operator for the system. any safety program because his job deals b. Determine average number of accidents with people. "The common denominator of per operator for station or division. all supervision is the direction of human ac tions." The transportation supervisor directs operators and it is hU responsibility to e. Compare individual accident records against these averages. motivate and teach them to operate safely. A good safety record depends on the per He most inspire them to cooperate, develop formance of operator*. We must tdl them incentive and be interested in doing thdr what is expected of them a* iodhridtaJ*. best. We can get safer operation by asking for The transportation supervisor has a more difficult job of producing safe operation than the plant supervisor, because transit operators have physical supervision only brief period* of their work day. * it, by insisting on it, and by setting stand ards for it. Our operator* are obSgated to themselves to give their best They slxmld know how they are doing; and tbe standards by which they are judged. We should see individual goal*--goofs that are understand This means tbe supervisor's instructions able and fair. let doing this we should ap must extend beyond checking or correcting peal to operators' mind, not mwian, and any deviation. Operators must be trained bear in mind that while safe performance to nuke split-second derisions based on suf might be obtained by pressure tactics, it is ficient background training to insure a high much more desirable to secure willing, vol- degree of accuracy. Obviously, the key to notary cooperation. a successful retraining program is the mental attitude the supervisor develop*. E5TAIU5H PROCEDURE FOR RETRAINING This insures retention and recall of experi ences to fit tbe problem at hand. For this die supervisor must haw a high degree of leadership--the land which inspires per a. Establish pars for comparative purposes. b. Separate individual records that vary from par. forming the job at peak levcL c. Group individual record* according to Supervisors selected to administer a re variance from par. training program should have the ability and desire to teach. They should know the prin ciples of human relation problems, safe op- Retraining should sot be a hit and mis* basis. An orderly procedure (based on facts) should be set up to eliminate guess work. 20 1 ' Transit Section The operator's individual accident record U the key to this procedure. First, an average par should be estab lished for the station or tbe division. The number and the severity of tbe operator's accidents are considered. The individual can then be compared to the par established by fellow operators working under the same conditions, operating the same equipment, same lines and subjected to the same degree of acrident exposure. Once par U established, the next step is to separate tbe individual accident records that vary from par. They should be sep arated into groups according to their vari ance from par, such as: 1. Mo accidents--Commend 2. Above par Faccurtga 5. At or near par--Acrident dine 4. Below par--High accident review x Unsatisfactory -- Remedial training or suspension or discharge. INITIATE RETRAINING ACTION a. Prepare retraining program* for each group. b. Administer program on as individual basts. c. Start aU programs with a personal in terview. Initiating the proper retraining action could very well determine the success or failure of the program. Programs prepared in advance fit the needs of the five groups. The program is prepared for the entire group, but should he administered indi vidually > retraining is not a group activity. Each operator must be handled oo a personal basis as indicated by his record, length of service; past experience and per sonality. Operators in Group 1 should be given a commendatory interview. Tbe interview should be private befitting the achievements, because operators without accidents are prize possessions and should be considered as such. Operators in Group 2 should be handled similarly. Tbe ccinauendatory interview should take approximately 15 minutes. Skipping group 3, temporarily, gtoup 4 are operators below the established par and should be given the high accident review course. This 8-hour course deals in detail with the six basic traffic hazards producing accidents and also gives techniques of pro fessional defensive driving with demonstra tions by the training instructor. It is sug gested the operator be paid lor tins time. Group 5 is (mentors with unsatisfactory accident records with whom more drastic action must be taken. They are given rem edial training, a 3-day retraining course, and are not paid for the time. This course de tails safe operation with emphasis on de fensive driving. In addition, everything bearing ott tbe operator's accident record is explored, such as financial circumstances, or domestic difficulties which may lead to an interview with his family. He may be given a complete physical examination, especially eye tests, and pos sibly psychological and psycho-physical tests. He then practices in actual operation the things he has been taught If1 his Actions indicate he can't do the job safely, be is discharged. If be can do tbe job, be is re turned to service ON PROBATION. Group 3 are operators whose acrident rec ords classify them as average. Tbe objec tive U to move them into Group t or 2, but tbe approach must be carefully planned and executed. As long as an op erator's accident record, is average, he can't be told that it is bod. The very fact he is in Group 3 indicates be has the potential for Groups l or 2. These operators should be referred to the accident clinic review, a 2-Hour course and they are paid for the time. The accident clinic should prove to the operator that accidents can be avoided, in still in him the desire to avoid acrideits and teach him defensive driving. We prove that accidents can be avoided by showing and discussing the safety rceotds of Groups 1 and 2. We point out that those operators drive the some equipment, over the same routes, carrying the same possoigers. The operator's accident record is analyzed and he is shown his extended periods of time without an acrident We stress using defensive driving techniques all tbe time; so those accident-free periods will be extended and appear more frequently. 21 1957 National Safety Congress We tdl the operator he has the potential for Group 1, aad he is unjust to aad the company if be fails to use this ability. A cost brcakdowu shows him the tremen dous saving possible if be and others in Group 3 used their potential abilities. Slides are used to show tbe causative and pre ventive factors in the six basic traffic prob lems. Slides oa passenger accidents arc also used at this time. The traffic magnetic board U next used to recreate aeddrots in which the operator was involved. The operator helps recreate his accidents on the traffic magnetic board and explains the defensive driving practices he will use to prevent those accidents us the future. We are a sales business. We must sell our service to the public, and safety to our operators. Can safety be sold ? Safety rule* will not sell it, because rules do not control human behavior. Safety U an attitude can only be sold through proper promotion and continuous, effective educational pro grams. It ha* been said that "safety is a problem of human behavior which requires education rather than legislation and crusade rather than tirade." If the operator is sold on the accident clinic program, and be will be receptive to the program, to safety edu cation and instruction in the future. In addi tion, he will become a safety salesman among his fellow operators. ' WAYS TO EVALUATE RESULTS a. Follow np to see resnits of ynr action. b. Keep an eye on attitudes, relationships and service to sec if they hare hw af fected. 1. If record improves, call in for inter view at six months Intervals (com mendatory). 2. If no imppovonoit, take further cor rective action. Once you invest time, money aad effort retraining an operator, yen aa't afford to leave him to his own derkeau You must protect that investment by periodical check ups to see if the retraining is bringing the desired result or to take additional remedial measure* as is indicated. Safety educational programs for oar op erators cost money. Three arc those who fed they can't afford to combat accidents in this manner. However, the transit adastry can not afford to spend approximately $60,000,000 annually for injuries and dam ages. Safety education is moch less expen sive and certainly a more worthwhile ex penditure*^ WE'RE KEEPING TOO MANY ACCIDENT RECORDS by J. . lUTLM director, Pcnonncl t Labor Relations, D. C Transit System Inc. Washington, D. C The whole country has gone haywire over figures! We are nut* about statistics! We are slap-happy about records, surveys, polls, analyse^, ratings and. in general, any kind of accumulated data! Xow, before 1 discuss the wanton waste involved in the superfluity of acddoit rec ords most transit companies maintain, I want to make it dear that I recognize the stem necessity of compiling statistical information and infonmtive records relating to accidents. However, if everyone would carefully aad honestly examine every report form, sum mary sheet and analysis record used in 22 safety, chum and personnel departments, we could dispense with 25 per cost to 75 per cent of the material. This pruning is practi cally guaranteed to improve safety programs. Anyone concerned with safety work in the transit industry should insist on certain indispensable data to dnet or execute the attack on accidents. Without keeping basic records you cannot know where your activi ties should be concentrated nor measure the results of your efforts. It has been the universal practice to estab lish and maintain vast system* of ream! keeping; involving all activities of the vari Transit Section ous transportation departments. Also, a mis understanding existed on the type of infor mation necessary to prepare report*. A better understanding of Rnrs ml regulations governing our operation fas afforded relief in that direction. MUCH DUPLICATION OP RECORDS Due to jealousy, distrust, and lack of proper communications between individuals and departments, record keeping was often established by more than owe department within the same company. As an example we had established a record keeping system for individual operators in each operating division, the training drnsion, the trans portation personnel office the ir--pnmrinn department office, the ffispatdaer's office and a general statistical record nwinramad by the claims department. In addition to this, each operating unit published report*. Dally, weekly, monthly and annual reports provided excellent dost-catchers, but seldom helped reduce accidents. Even worse, the reasons why certain rec ord* were religiously were for gotten. A large number of personnel were devoting so much time to gathering infor mation. preparing reports, tabulations, anal yse* and filing that no time remained to present the material to the operating per sonnel. at least not effectively. A* a result offices are actually overstaffed, and the safety supervisor, submerged m a sea of statistics, becomes prone to adopt negative attitudes, whereas positive thinking is needed. The work stoppage gave us another op portunity to determine whet records were actually necessary. We reassigned work so the? no person was specifically allocated the exclusive task of record keeping. It was distributed as a routine detail of a clerk's activities, A change in personnel made it possible to re-evaluate our needs and to establish a centralized location to maintain the records of the individual operators. We eliminated record-keeping at our operating divisions and training division, thus relieving superintend ents, supervisors, and clerks to perform a more desirable function. The department still prepares the basic satistical information relative to num ber, date; location and classification of acci dents under the system adopted by the Ameri can Transit Association. Each accident re port shows the time; weather conditions, identification of operator and vehicle and, altimately, the cost of settlement. From this reservoir of information, any form of analy sis eta be prepared. The route and location analysis formerly prepared by the claims department was elimi nated after a poll showed that the depart ments didn't use it. This not only released the person preparing it for other duties but eliminated files where useless material was accumulating. Any route or location acci dent information necessary can be secured from the reports maintained in our claim department or dispatcher's office. Even when we provided a sufficient com plement of personae! to present analyses of statistical Information, orally or in graphs, charts or written reports, the operators soon became bored and immune to such dry media. One of the quickest ways to sabotage a safety program is to bombard employees with too many `tatistics aad records. The actual cost of record keeping was not established nor was the excess of per sonnel evaluated; consequently, an appraisal of the eventual savings U not available. Tins is because departmental reorganization was the paramount objective aad persons dis placed ' were reassigned to other duties ta other departments. Also, a 52-day work stoppage in 1955 caused a substantial reduc tion in personnel in all departments of oar company. RECORD NEEDS EVALUATED A day by day comparison record is main tained of the number of current accidents with the number that occurred during the same period last year. This gives us a gen eral view of our accident situation at any particular time. The time to analyze basic records to determine which tines, areas, types of vehicles, times of the day, individuals or groups of operators or kinds of accidents require special attention, is not daily, weekly, monthly or annually. Instinct or inspiration will not prompt yoo to select the particular problem in most need of corrective measures. On the other hand, an elaborate record sys tem will not tell at a glance just where to morrow's efforts should be aimed. We can justify undue emphasis on records covering every detail of our accident picture 23 1957 Motional Softly Congress by saying it is impossible to determine what phase of the operations is costing claim dollars unless wt have at our fingertips a day-by-day picture of each minute compo nent of each accident Cluttering up your files with non-essential accident records which require daily tor weekly attention cer tainly is not going to reduce accidents. Top management is not impressed by for ever-increasing number of accidents to add to his records. To specify precisely what records are necessary is virtually impossible. The sixe of the operation, the effectiveness of the present safety program and other individual considerations alt have a bearing on the answer. Two transit properties of identical size and operating characteristics may well midable reams of records. Don't wait for an order to reduce paper-work! Self-imposed restraint in documenting details will not only lighten the clerical, administrative and supervisory* load of the safety department, leaving time and thought for action, but will also produce the results that management is entitled to and demands from the safety program. require entirely different amounts of record keeping to aid in their respective accidentprevention efforts. A little study will reveal that we seldom refer to a great portion of our records. If we desire to use them, it would not be diffi cult to obtain special statistics promptly, provided we plan tbc basic record-keeping in such a manner that you won't need an HAVE ACTION--NOT RECORDS electronic brain to produce the information. The real secret to a successful, economical There is a happy medium between process and effective accident record system lies in ing too much accident information on the intelligent planning of the raw* material, ff one hand, and not compiling or periodically analyzing basic records on the other hand. The safety man who thinks he can get along without records is a foo\ but the safety man who overdoes the record-keeping will be so contused and have so little time for con structive work that he will actually find an you secure adequate primary information, it t> easy to extract almost any specific data, including helpful comparisons, trends and examples. Just see to it that your thinking and planning and doing are not hampered by the vicious habit of piling up record* that smother rather than serve a progressive pro gram of safety promotion.^* 24 WE CAN DO MORE WITH ACCIDENT STATISTICS by PATRICK 5. 5IR0I& safety director, Miami Transit Co* Miami, Ha, As far back as 1445, U. A. Kraft, then director of personnel and accident preven tion of the American Transit Association, said transit companies need a progressive program of accident analysis. To accom plish this, he stated, they must improve in dividual accident reporting by employees, expand present classifications of accidents into logical detailed groups, and establish a system of adequate files for quick, con venient, analysis of accidents along many different lines. This need is as definite now as in 1945. Accident statistics arc the compilation of (act and data of our fleets' accidents. We can do more with accident statistics, because they reveal answers to many of our prob lems. You can't lick a problem you don't know you have. Suppose you were starting with a new company or with an old company which never had a satiety program. How would you get started? You would And out what peaSc problems the fleet was having and then apply specific corrective measures at the specific problem. This would call for records, and if these were non-existent, in complete, or difficult to evaluate, you'd do a lot of digging until you would come up with specific recommendations. Many companies today don't keep records. Some keep many records, but don't use them. TOO MANX Oft TOO FEUT7 Whether you are keeping too many acci dent records can be decided only after an analysis and evaluation of those records are made. Adequate records most reveal unsafe acts, equipment, conditions, practices, or unsafe combinations of these factors. Unsafe acts can be controlled, unsafe equipment made, safe, unsafe ccoditksa saprorad and un safe practices regulated by policy and su pervision. But the control is not strict dis cipline. The control is driver education and driver improvement programs which bring about voluntary correction. Adequate records must indicate trends to compare with other fleets in the area and the overall police experience in accidents. Most local taw enforcement agencies keep detailed accident map studies and arc glad to compare notes. Adequate records show the frequency and severity of the accidents, the most frequent type or classification of accidents and the cost of the accidents. Effective records provide information for management. Management must see the need and necessity Ior specific problems you are attempting to solve and then will support and lead those programs. Records also provide (he safety man with information to see the problem of accident prevention. When be can see the problem, isolate it, and plan specific action, he is on his way toward reducing operating acci dents. Records educate the bus operators and passengers, to indicate areas of need. They also help persuade public officials to get bus loading zones, correct hazards unsafe foe other drivers, establish adequate, safe rout ing, or rerouting. Again you have to show a need and a necessity based on records of your accident experience. Records hare legal value, .tod are Strong detevents against fraudulent cla-ns. Fair settlement depends on sound analysis of causes and circumstances. Our records consist of operator's report of an accident, investigator or supervisor's report, mid the claims file. If the operator** report is complete, we can do a good job with the other records. However, we usu ally don't rely completely oq the operator's report, because some of txs often require note detail from the investigator's or su pervisor's report.' If you have access to the each* cfaims fife you should have an ade quate source of information. Most of the basic records in the safety department, consist of a daily log or acci dent register, a location file, a summary, and an operator's card or file, in addition to forms for either the ATA or National Safety Council. 23 1957 National Safety Congress The daily lag or accident register i* the first step in compiling information. We keep a more detailed log than the Acci dent Register prepared by NSC, covering number of passengers, passengers' or ob server's names secured by the operator, the accident point rating for incentives and n brief description of the accident. Prom this register, we have details such as, time of day, day of the week most acci dents happen, and location of accidents. \lso included are vehicle and operator most often involved, other person, vehicle or sub ject most often involved and the type of accident most often experienced. This break down provides the source for proper anal ysis. The operator's individual card or record will reveal the number of accidents in a particular period of time, the type most often experienced, or pattern of accidents, and how the individual operator compares to the average o all operators. Location hies, vehicle and route informa tion pinpoint areas to explore, analyze and correct. Accident loss control must be the end result of sound accident prevention pro grams. Cost data will show which acci dents are the most expensive and why. When the safety man secs primary under lying causes, he can take corrective action along productive, rather than general lines. The action he takes may be developing, im proving or recommending the selection Mid training phases of the program. He may recommend proper maintenance of equip ment passenger education, hazard studies, bus stop surveys--programs aimed at more dKdcflt supervision or driver retraining. The safety man's records and analysis are to him what charts are to the navigator-- they reveal the problem and steer him in the most benehcud direction. WHAT CAN WE DO COUKTJVtLY? We are not alone in this fight against loss due to accidents. Although we work as in dividuals, we have the National Safety Coun cil's service*. Not ah of use are using these services. We haven't as yet started to com pare on a uniform level, or relate infor mation about our successful procedure*. When we have a problem, we write another partner for a rundown of his experience. This takes time, and sometimes the person we write doesn't have the answer. We are missing a bet if we don't develop a single, convenient method of getting the informa tion we need to do a better job. A SAFETY MAN MUST IE CURIOUS Besides interest and ability, the safety man's greatest assets are curiosity and im agination. Even after he has developed ade quate source records, established basic rec ords and nude primary breakdowns--he still has not done all he can do with acci dent statistics. He knows he must analyse the information on when, where, what, who, why and how. Asking questions reveals the primary causes of accidents. But you also have to see the underlying causes to see your prob lem completely, and these are multiple and complex. The problem of accident prevention will be solved when we forget who was pri marily at fault, uncover underlying causes and make these as obvious to drivers as the acts of following too closely, or failing to yield the right of way. To name a few, illness, inattention, emotional mal-adjust- matt, lack of adequate training; lack of supervision; or poor attitude; may be the underlying causes. Collectively, we can do more with acci dent statistics! We can agree os a uniform classification and analysis of accidents in the transit industry. We on report oar experi ence periodically to a central agency for compilation and comparison with other com panies. A better overall picture is shown with thousands of xcodroU and millions of operation miles than with focal experience. The objection is that our system is pretty good and serves our purpose. However, it isn't working half as well as it might if we still have problems to ask individuals. We have an excellent medium of exchange In 'Transit Topics.** Since we all use something else; let's agree on something which will provide the answers. Let's use the ATA code and classification and Form Vehicle 20, Experi ence Analysis to poll and exchange data. A study of millions of operation sales and thousands of accidents should prodoce an swers to many of the questions. Our companies became menben of Na tional Safety Council for specific reasons-- 26 Tmuit Section to get ideas, immiier help and knowledge which will effect acrido* teas control. Most managements have toned from hard, bit ter, expensive, experience that general pro grams, will not produce the remits desired in accident loss unuuL Aside from miming aeddmts m oar fleets, safety mm bare further obligations to couamtsutie* and feflow safety met. Ac cident prtuBtka on the couummty level pays dividends in good public relations mid greater safety q the community, which has a decided effect on accident experience. We owe each ocher the besdt of our experi ence and achievement. t respectfully urge and recommend that we begin smog the ATA code and classifi cation and the Experience Analysis, Form Vehicle 20 and start reacting periodic re ports tot NSC. If you are satisfied with your present classification, fine, keep it. But in addition, take a few minutes each day to code and classify according to ATA. If your programs arc secrets, omit the same of your company. With a good accident register, the ATA code and Experience Analysis, we may not have to keep too many records. If we do this collectively, our experience no be summarized. We can determine s par or no average, and measure awulm either above or bdow standard. If below, we can direct our activities toward speci fies. The best Sects can advise on solving a problem. They even may find that while their numerical experience is pretty good, souse fleets with higher numerical scores have solved the problem of controlling cost We can lone no more than a few minutes a day and have a great deal to gain. The number of records you keep is your concent, I am not advocating that you soap what works well Car you. I am, how ever. advocating ***** you ask more ques tions of your records, dig deeply into un derlying causes, sad go after the problems through adequate records. t recommend we Mart vwmroafiring our experience ca a uniform manner on the recommended ATA code and classification sad Experience Analysis and that we do tins on an industry-wide level. All of us wiS tee new, aakiwwn problems, bow the experience changes from tune to time, tod bow to sohre the problems uncovered. If we do these things, w* will have done all we eau with accident statistics and will reduce accidents making our transit indus try the most attractive, efficient and the safest in the country^ V THE MECHANICAL DEPARTMENT'S ROLE IN SAFETY by HYMAN FELDMAN director! surface maintenance dept.. New York city Transit Authority, Brooklyn, N. Y. A miracle occurred in New York! The Surface System of the New York Gty Transit Authority 'Operates nearly 2,000 vehicles in all boroughs of the city of New York. This year 413 million passengers will be carried 76 million miles. Eleven garages and a base shop house, service. dean and maintain this fleet During the ten years prior to the fiscal year ended June 30th of this year, a total deficit of 77 million dollars accrued to the Surface operation. This continuing deficit reached a climactic point in fiscal 1953 when a deficit for that year atone reached a peak of 14.6 millions of dollars. The Transit Authority, with consulting experts of the industry, researched the en tire matter. The experts said fresh think ing. new experienced management officials and strong; dogmatic, skilled, experienced controls were required. Consequently they hired transit experts with known skills to devise and implonent corrective*. The fiscal year ending June JOih this >ear saw this system in the BLACK. A miracle occurred is New York. PROCEDURES NOT UNIFORM What does all of this have to do with safety?--A good question. A first act in reorganization was examine the system, as certain the problem and attempt to arrive at a solution. One basic problem became very clear--procedures were not standard ized and practically everyone had his own way of doing a job. While the problem was simple, the solution was not. In any case, since procedures required standardizing, numerous projects began to ascertain the best method for performing the work in standard operating procedures. After this "writing'* phase came implemen tation. Obviously pitfalls arose and it was here the matter of safety was thought about. Proper, economical and efficient main tenance is performed by using certain simple impediments. A man properly trained un derstood his work, and had adequate, proper tools and parts was required to accomplish the feat The man was available, the pro cedures were established as mentioned be fore, and the simple terra "safety" alone accomplished all the other requirements. How could a man work eSdcntly and safely without adequate fight? How could he work efficiently and safety without the proper tools and parts? STUDIED SAFETY AND EFFICIENCY Mairi&iner* were seen with flashlights under their arms attempting to tune-up en gines. Experts studied proper portable light ing and designed and manufactured a spe cial fluorescent lamp. This lamp tights work and even permits a maintainer to stand in front of the tight without outsig a shadow and/or reducing the light intensity. Furnishing proper toots and parts was simply handled by requiring the use of proper tools and severely disciplining those who did not use them. While discipline may be necessary in both the safety and the maintenance fields, it afone will not breathe continuing safety practices or efficient maintenance. A safety consciousness must be present. A special standard operating procedure was prepared, titled "Safety," which es tablished safety committees of two hourly rated men and two annually rated men. Committee membership rotated so that each man would serve for one year with replace ments each three months. One man was safety coordinator. Once a rath the safety committee at each location conducts s meeting oc company Hirw- Attending are committee members, the safety coordinator, the location chief, the division chief and the location's trans portation department location chief attends. The committee first inspects the area. 26 7*AMirit Section Secondly, dl anklets are iaauacted to inform rranmittuj masker* of nmft prac tices. At the matting a& items of safety --those noted on the forms! inspection, those mentioned by itqlg) m and those mentioned by the transportation location chief.--are doonoed A report after each usance forces consider these signs humor ous and joke about them constantly, in creasing safety awareness; Moveable safety slogan rocks were in stalled hi the shop, equipped with a different slogan. These are moved about every few days to keep them fresh at all times. meeting makes it MAXDATORY dot ac tion taken be noted as we& a* firm target dates for action. If thor bn ran items are left off. the rrpurt is utmatil Also, at the safety committee meeting, every accident, notwithstanding seriousness, is reviewed by the consume* and a re commendation is made. SIGNS. SLOGANS. CHARTS Each area in the shop has a targe sign which reads "Housekeeping" with a slot underneath few the words "good,'* "fair" or "poor" On Friday, the safety committee tours the shop and rates each area by mark ing the signs. This routine has generated tremendous interest as writ as competitive An effort is made lo enhance the import spirit It has been particularly good because ance of the committee menben first, by hourly rated men act as judge*. posting their names on bulletin boards, secondly by each wearing a large attractive badge and thirdly, by giving them inspec tion freedom not permitted others of the This shop also has two charts listing the name of each section with a maa-bour-cxpoaure tabulation. Each week the number of exposure hours without a lost .time same title. In the base repair shop where there are more and more men, the same general com accident is calculated and a red ribbon stretched to the emuafative total figure. This too generates competitive spirit and mittee set-up is established, except a repre sentative is appointed from each activity. There ia one rasa for floor work; body work, convertor work, unit rebuild and paint shop. Although the committee members are from different activities in the shop, they are urged to uitidK their associates' area*. There is greater latitude in the base shop and consequently, friendly rivalries spring up between the various areas. Lots of josh ing begins when results of safety matter* are announced. This frioidly rivalry U very helpful towards enhancing the safety record. Four foot by eight foot signs were erected at all parts and. tool room windows which read "SORRY--NO STOCK on Hands. the workers become perturbed when some one harm* their record. Through this, each group is aware of the American Transit award woo for at least 250,000 exposure man-hour* without an accident and informs than how near they are to the goal. This year we began s competition among all location* anti wtits ki the shop. All location chief* wrote a personal tetter to their employees telling them of the import ance of the contest. Large bar charts have been posted showing the positions of all entries. Each' person in the winning group wilt receive a pin at a ceremony. Our safety committees and supervision know that oar practices are much more safe. But they are working even more xKmmtW toward* enhancing safety than 29 EMPLOYEE SAFETY fcy WILUAM f. LITTLE superintendent. Transportation division, New Orleans Public Service Inc. ' New Orleans, La. Every employer today gives much thought The interviewer, who talks to an appli to his employees* safety. If this desire to cant before he is accepted by the depart make jobs safe was not brought about by ment, discusses the importance of p*ti man's desire to care for his fellowmen, it ' and public safety. He shows him the pride was encouraged by the National Safety the company and employees take m safety Council and other organisations. If those records, and how these things are important two incentives were not enough, that em in the way the public feels toward the com ployee compensation laws and the high cost pany and from the humanitarian point of of settling claims of employees injured have view. made it mandatory that we make our jobs as safe as possible. ` NEW EMPLOyEES* ORIENTATION After the industry and company take safety precautions by improving equipment and instructing the employees, the nest move is to get the complete cooperation of all employees. They include top manage mem, supervisors, foremen, clerks and the men on the job. The New Orleans Public Service Inc. has a program to promote employee safety. This may not be the program you should use--yours may be far more effective. How ever, we believe the way to improve per formance is to coordinate proven methods of other companies applicable to our needs with our own ideas. At Nopsi, our safety training is broken into the following six steps. t. The value we attach to employee and public safety is discussed with new employee*. 2. Safety methods and practices are discussed and taught during an op erator's training period. 3. Follow-up and close observation of gn operator are made after he starts in regular service. This continues in orientation by the em ployment department after he is employed and before he is sent to the transportation division for his initial training. He sees as orientation film which emphasises the com pany's efforts to make bis job safe, and some awards received by the departments and divisions of the company. This lets i know he is a member of a team interested in his welfare, and stimulates his thinking- of safety. When new men report to the training school, their training in safety takes a more practical course. They see through motion pictures and slide films the safe way to do their job. The types of personal injuries we experi ence are similar to those of other transit operators. Some of the more frequent types are: 1. Ann, hand or batik injuries from handling the steering whccL 2. Back and arm injuries Id tailing windows. 3. Hand, arm or back injuries from handling trolley retrievers. 4. Personal safety and unsafe acts are discussed at refresher conferences. Safety training films and other vis ual aids and posters, are used. 5. Personal safety is stressed with public safety at safety celebrations. 6. Employee publications review good safety practices and noteworthy safety accomplishments. 4. Eye injuries in placing troOey poles on wires. 5. Falls. On the practice track, they are shown the correct way to turn a steering wheel with the least amount of strain oa their hudtg. shoulders and arms. They are told that eoe out of six personal injuries come from tmsdling the steering wheel. We teach them JO Trmuit Section to pull the steering wheel as if it were a rope. It surprises them to find bow much easier it is to poll tbe wheel than to push it around. Strain and over-exertion, two other frequent classifications of personal in jury, often come from improper handling of the steering whccL OBSTACLE COURSE TO DRIVE Our practice track has a section of road way with bulh-ra ridges and depressions like rough street surfaces. They see here how the steering wheel can be jerked out of their hands, cawsing injury to themsehres and posable injury to passengers if they lose control of the reticle. With practice over these bumps, they leans to grip and control the wheeL We also set up large barrels, staggering them to force the oper ator to zigzag through them, and show him how to steer without smbting and how to drive through tight spots safely. The track has maple stops similar to those on our routes: a stop just after a right turn, one after a left tun, and one where yon make a short tarn to get up to tbe curb. If this lesson is learned welt, the operator should perform his duties as a tafe and efficient manner. Raising and lowering windows are a fre quent source of injury to operators and an inconvenience to passengers. Tbe new op erator sees it is easier to raise or lower windows before the bus leaves the garage. Without passengers, he can face the window and brace himself so tbe main is on his legs rather than his bade and shoulder muscle*. Standing in tbe aisle making a quarter turn to raise a window is a good way to strain bis bark, especially if the window is stiff. New operators arc shown the proper method of resetting trolley coach retrievers to prevent hand, ana or bade injuries when the trolley poles dewire. And they are shown where and how to stand to avoid eye injuries when placing tbe trolley poles bade on the wires. Many employee injuries result from falls. Gening or or off a vehicle, walking or running to the comfort station, walking or moving around tbe stations and bos lots. Injuries from falls are hard to control. No one wants to fall but anyone is prone to rush, which may oust him to slip. We emphasize "look where yon are going" and "take your time," to minimise this type injury. Good housekeeping will help; oil slicks reported and taken care of, and ob jects picked up, especially from steps, re. dace tripping hazards. Gose follow-up is made by instructors and supervisors after tbe new man begins. We stress to both new and experienced op erators that satiety measures are designed to help them and are essential to the welfare of the employee and his family. We sell him on the safe method being the best for him. We are not critical of an operator be cause he has to be shows bow be is helped by safe practices. Every year, oar operators go to oar train ing school chut in groups of 30 for a one day's discussion. We discuss personal in juries of operators without giving names and ways these accidents could have been avoided. The men enter Into these discus sions, expressing their own views and are encouraged to make suggestions. When they can make suggestions, they arc more likely to put them into practice. FOLLOW-UP AND CLOSE OBSERVATIONS Every year since 194B we have had de partment get-togethers to celebrate winning various awards for safety achievements, both ia public and employee safety. These swards have included the National Safety Council's "Award of Honor," the American Transit Association's Stiver Plaque for Traffic and Passenger Safety, and a number of Bronze, Silver and Gold Awards from tbe American Transit Association for record man hours worked without a lost time acci dent These celebrations are attended by the employees and all the members _ o! their families. We show them that their part in establishing records is sincerely appreciated by the company. Officials from the president to the fore men express their appreciation. The main point we emphasize to employees and their families is that their good work is valuable to themselves and the company and that it is appreciated. A pat on the bade does a lot of good and we ail try to do a little better after that little pat on the back. In this way. we promote a desire in our operat ing people to do a safe job without making then feel they were brought there to be preached to. 31 1957 National Safety Congrexs "Transit Service." the monthly magazine of the transit department sent to all em ployee*' home* discusses accident prevention work. The July 1957 issue featured the safety awards received m 1956. with the cover showing the eight award* received during the first six months. The feature article covers the awarding of the American Transit Association's Silver Plaque, and point out how the award was earned by the members of all divisions working together. In other issues, operators* individual safety records are shown and the names of mm receiving safety certificate* are listed. Let ters of commendation are published. Many point out how an operator handled his ve hicle safely. All these things help remind the operator he should be safe while at work and has safety record is appreciated by the company. But most of all, he and his family really benefit from his safe operation^. OFF-THE-JOB ACCIDENTS Statistics are such boresome things And figures rather dull. It's hundreds, millions, billions, trillion*. Over which we mull. But facts are facts where'er we go Krgardless of amounts. So here's some facts on accidents, .And that's what really counts. it isn't always big machines With blades of sharpened steel That rob a man of arm or leg And make his semes reel. Nor is it always "on the job** Most accidents take place. But just the opposite is true And figures prove our case. It's carelessness in little things At home and on the street Neglect n moving objects small Away from running feet. A makeshift ladder, sliding rugs. Electric cords that spark A disregard for cellar stairs And stumbling tn the dark. Crossing where no crossings are While looking at the sky. Driving on a slippery road With milestones whizzing by. These are the things that take a toll We alt should frown upon So wateb for them whoa off the job. As well as when you're on. --Humble Pipe Line Company. Houston. Texas 32 DO WE DRIVE AS WE LIVE? by DR. PRE5TOM *RADLEY Pastor. The Peoples Church of Chicago. Chicago When talking about safety you only have one theme and all yon can possibly do is g variation upon that then*. The effectiveness of what you're saying will depend entirely upon your capacity to create die variation. I'm chairman of the Library Commission of the City of Chicago and chairman of the Mayor's Commission on Human Relations and a member of the Iltiaotc Prison Investi gation Commission. I've given a great deal of my life to enterprises with e civic cir cumference. But I get * little tired about the constant undignified reference* to Chicago. If they would only tdl all the truth it wouldn't be so bad. We ere in as era where accidents, mur ders, immorality, corruption and sin are nears. Goodness aid truth and achievement are not yet news. They do not possess the dramatic quality of news and tint happens in this matter called publicity. Let me tefl you what I mean. I could lecture giving the best of my mind, the best of my think ing. the best of my energy. I could project my ideas to the best of my limitations which are many and nobody would pay much attoition. Every editor in the city of Chicago is my friend. But the probabilities are that no matter what !*d say while T have this opportunity, It won't make any headlines. Nobody will care much about it. nobody. THIS MAKES NEWS But. I can put my name in one inch tetters on the front page before eight o'clock tonight of every uewspaper published in the city of Chicago with no trouble at ill Alt I have to do Is artfully get my fingos hi your pocket and get your wallet and put it in mine and then go around and visit some more and get in and get another wallet and get four or five of your wallets and start out of here. The house detective gets me going out the door on La Salle Street and says, "Doctor can you step into the office a minute.** He finds your pockctbooks in my pocket There isn't a newspaper in the tity of Chicago that won't have a headline "Doctor Bradley Arrested As A Thief." That's news. Until we can bring sufficient pressure on those who have the power of creating public opinion in your field and la mine and in every other area which affects the human personatity this is going to be an uphill battle. PUBLIC OPINION MINGS ACTION The greatest force and power In a demo cratic society are the newspaper, the lec turer, the educator, the person who has the responsibility of creating public opinion. For public opinion leads to actios and action leads to destiny and destiny is where wtr arc alt involved. You can have a technical appreciation and technological education of the whole prob lem of safety. You can exchange ideas at national Congresses; you can discuss the by paths; you can do all that. But you and I must find the way in which we can touch that intangible power in a democratic society in which every problem is involved in the creation of public opinion. Just a* the present cold war of the world --a war of missiles and ateflites--is Dot a cold war in which the national boundary tines of unimportant nations arc involved or little inarticulate people: It's not merely a cold war in which the representatives of the free world argue and meet and discuss in the United Nations. Fondamaitally, it's deeper than that. This cold war is a war for the human mind. When we come out into the area in which the most valuable thing in the world t involved--a human life---wc'v* got to become more baric and more fundamental than I sometimes think we are. It isn't enough to have a technological understand ing of the problem; it isn't enough to have a machine made with honesty and integrity in your control. Have you ever thought that there never was a perfect machine yet that could not be destroyed and wrecked by an imperfect machinist?1 The integrity of the machine 33 1957 National Safety Congress today is beyond question. Never were the manufacturer* more hooest; never was there less cheating ia the actual product of trans portation. All of the great industrial equipment of the nation in the creation of the wheel, which is the symtal of the whole problem, were never more integrated with the basic honesty than they are today. I am familiar with a great many of them, a great many of the manufacturers, a great many of the technique; that are used. As an outrider who knows nothing about the technical aspect of safety 1 want to suggest to you something deeper; something more funda mental. PURE ACCI0B4TS DON'T OCCUR 1 don't think that there has ever beat a pure acridst. I am not one of those who accept the philosophy of fatalism. I am not a fatalist a my theology and I am sot a fatalist m my philosophy. And I have lived a tong time in the heart of a population of three and a half to five million people and I'm face to face with this prohlon every day. Perhaps t should tell you I never drove an automobile. I've been guilty of many things in my life but I've never bees behind the wheel of an automobile. I've had an automobile every since there have been any and I have one today. But I have never driven an automobile in ray life. Right now I imagine some of you are thinking, "What in thunder docs he know about safety?** Now don't be too sure. As oac who doesn't drive, my opportunity to observe my chauffeur and the other fellows on the high way is pretty acute. Don't you discount the authority of that observation. SAFETY DEFENDS ON PERSONALITY t think that many times we've been a tittle wrong m our emphasis about some aspects-of safety. When you resolved it all down to its final point it is a matter of personality. It's fust as simple as that! It's a matter of personality! I submit this observation to yoor consideration for yon are most deeply concerned. Something happens to every man who get* behind the wheel of an automobile. Some thing happens to him, psychologically, and 99 per cent of the accidents both fatal and of tittle coasequeoce can be traced to a 34 personality defect, a fundamental personality defect. I have written eight books, two of them oq the human personality and I think to this field I speak with some dement of authority. I'm dealing all the time with the human element--the dement of permficy. I have never yet sem a situation which could not be traced to some defect to the personality. That means that over the long paS with the ever increasing opportunity of speed cm the highways of America, and with the application of the scientific aspect of trans portation which the experts are giving to us in the creation of the great freeways of the nation, we still have much work to do in the matter of driver's personality. last week I was speaking to Lot Angelas and a friend of mine who was interested to this very subject took me out on the high ways and freeways around Los Angeles. It was a never to be forgotten experience and ia a matter of just two or three hours, I saw three tragic accidents to which the lives of right people were involved. ... tECAUSC OP HUMAN FAILURE When we followed through the investiga tions that one later, it was not alcohol or the tike it was human failure--lade appre ciation of the rights of the other driver. Obviously, oo man should ever take the responsibility of aU of Us faculties. And. those faculties should not either be depressed or encouraged by an artificial condition. When a brain is befogged with alcohol even a microscopic presence of alcohol that you couM hardly detect on the breath, there is a psychological reaction in the person's will and judgment. The idea that a person has to be so dnmk that he staggers or that he weaves m traffic in order to come under the classification of intoxication is ridiculous. You can't take a spoon fuD of alcohol in a position of respon sibility tike that sad not have s direct affect upon your will and your judgment. I think that there as an area of education to that field that sooner or later we've got to do something shout. It isn't enough to treat it as objectively as it is being treated today. If die job is really going to be done in the presence of the tread to create more power is as engine; it wifi take more reguia- Transit Section tion to toe state legislatures and assemblies sf onr cenmtry. The paradoxical situation of most sate legislatures talking about 65 dayffght and 60 night time and putting in creased imitations on speed and to the the manufacturer providing more horsepower is cresting serious situations. I'm not so tare but what it's dangerous to pat into toe highway as instrument to the bonds of a man who depends upon some thing nWwt quick pick-up knowing that aadtar him ia 200 or 300 horsepower, that he cm take a chance to any spot because he hncrara it's there. I don't think we're beginning early enough to track safety. This is a power age. Every had is jrm'ttew by the power bug. I've got a nephew that's already talking about space fight. He explained to me the other day how to make e platform to the moon where they can land. He's got it all figured out. Of course, I don't get as excited about these things as a tot of people. This little piece of tin naming around toe globe to an orbit doesn't bother me. I don't know why anybody bother* the poor old moon or Mars or any of the rest of it. I think we ought to be doing something about tois earth first TRAIN PEOPLE EARLY If we could have saved this money, half of toe Mittens the taxpayers of America pay. to begin this problem of psychological tratotog foe the individual at the time we should be at it and not wait to do the job, we'd get the job done. We should be getting at tin* problem to the earliest grades of school. We need to study toe human personality; we need to develop the whole philosophy of one's reaction* and reflexes and responses which are involved to any moment of BBogcDcy. What's the test of a man's character anyway? If we should have at this moment some great catastrophe; if there toonld be an expiation; if this roof would start falling to--we would all be experieaoag scene great emergency. Let me see yon a the first minute of that cmfiray and IH read yoor character. Let some uagaJy come into your life to the am 30 mnmtcK. Let something happen and kt me see hew yon handle that and FQ tell yoor character. Meet of us can be honest most of the time. Most of us caa be true to one woman most of the time. Most of us caa par our debts most of the time. Mott of us are pretty decent most of the time. Mott of the tune doesn't matter, it's what we are toe rest of the time that matters, not most of the tune. EMERGENCIES REVEAL CHARACTER A person U fundamentally what be does and how be responds and bow he reacts in as emergency. If you can shape the hitotaa personality early enough to buud a fortifica tion for toe emergencies of life you've done something to transform toe whole area of our modem world. This is a battle for personality and tint's why I think that there are psychological tests that are sow so definite to their char acter and so unimpeachable to their authen ticity that I should think we would require a psychological analysis of each driver's personality. There are people who have most of the major requirements but arc so sufficiently defective to fundamental requirements that they go to pieces and you wonder why a sodden flare up in the highway happens, when sudden anger arises. If my chauffeur who's been with me for many years ever told me I had the right of way, I'd fire him. There isn't any right of way, fcndamentally. There is only a right way and yet there are those on these high ways whose character becomes suddenly transformed and anger comes quickly* That's part of his personal character. ' POWER AGE GROWING It hasn't anything to do with tua ability to drive or toe principle of safety. It's a psychological factor to that person's fife and I think we're wasting a whole lot of time and a great deal of oar emphasis: first, by not beginning early enough. This is a power age and it's going to increase to power as the days go by; we haven't even started yet. The automobile itself win undergo such a great transfonmnee to the next 25 years that none of you would hardly recognise it today. Safety problems are going to in crease not decrease Let ue, to the great are* of the auad and to the psychological 35 1957 National Saftty Congress aspect of it, recognise bow important that phase is, too. You let me see a person in traffic with responsibility and let me sit along side of him and analyze his reactions and I wilt grade that person'^ bask responsibility and understanding of safety to as uncanny de gree of perfection. Let me see his reflexes and his responses and I will ascertain the quality of his understanding of safety. If pride and self-importance and right of way and all such factors are predominant, he's dangerous. And sooner or later hell have trouble. Of the awards that we have made in the city of Chicago for safety, and I've been making them to the Police Department and the Fire Department and to other institu tions in our city, the recipients have been the most highly integrated characters in the departments. A man for safety is an integrated per sonality. He's a man who is completely in control--first of his mind, next of his emo tions, next of his body, so that he is in control of every given circumstance. That man knows and practices safety. Let us have more of those kind of men, ifc REPORT OF THE NATIONAL FLEET SAFETY CONTEST COMMITTEE by t . COX chief. Section of Safety, Bureau of Motor Carnets, Interstate Commerce Commission, Washington, 0. C Each year we report the current National Fleet Safety Contest, bigger and better than the year before.' To some, this might sound repetitious and uninteresting. We know, however, that the situation indicates progress both m vohane of accident data and in the acadent frequajey rate of reporting fleets. The mileage of participating fleets increased 21S million miles m 1957 compared to the previous year, yet, accidents dropped 200. The result was a decrease in frequency rate of five per cent. The average frequency rate of 1.51 acci dents per 100,000 miles operated Is the second lowest frequency rate in the history of the contest. It is only exceeded by the 1954 1955 contest rate of 1.44. Records of winning fleets were verified by personal audit for the seventh year. The largest number of contestants were checked by audit than ever before. The 325 audits represent over 93 per cent completion despite the difficulty of obtaining represostatives of the contest committee in each state; Canada and the Territorial Hama. From the audit work sheets reviewed by members of the contest committee, it was found that 70 per cent of the contestants were certified exactly as they reported to the coolest. Twenty-one per cent of the audits resulted in some change up or down in mileage or accidents and in nine per cent of the audits, the contestant dropped out of the running. 250 AWARDS PRESENTED More than 250 awards are being presented to contestants in the 1956-57 National Fleet Safety contest These consist of first secood and third place awards, as well as perfect record certificates. To mch of the winners, we extend our heartiest congratulations and to the run ners-up our hope for improvement during the coming year. To every contestant who participated in the contest we offer our thanks. Needless to say every contestant cannot be a winner. Yet every fleet that improves its record in each succeeding year is a winner by virtue of savings to the company in dollars and lives,dh. 36 37 OFFICERS OF THE TRANSIT SECTION NATIONAL SAFETY COUNCIL 1957-58 Gtatrwi flamiui D. L. WILLIAMSON, supervisor of accident prevention, Cleveland Tiadt S)ttaa. Oeveland. Ohio. Past Geasrat Chouvtasr--JAMES S. OSBORNE, president and general manager, ari. Newport Ic Covington Transportation Co, Newport, Ky. ITiiriln1/ JOE V. GARVEY, general nwaagq-, ibnobutf Railways Gx, Hinuimfft Pa. fwpne Chain*m El Mlift R. SCHUEMANN, superintendast of transportation and s&fety, Urihed Motor Conch Co, Da Pbiaes, 11L Members at Lar^e:--CAR!. J. ANDERSON, personnel director, Milwaukee aad Suburban Tniifnrr Corporation, Milwaukee. Wlx; HOWARD U. BAKER, safety director, Montreal Transportation Comrnisrion, Montreal, Quebec, Canada; R. DEWEY CAS SELL, general manager, Safety Motor Transit Go, Roanoke, Va.; TYRELL ESTEP, safety director. laSanapotis Transit System, Indianapolis; led.; PAUL J. FANNING, director. Boraaa of Personnel and Safety, San Francisco Public Utilities Ceeantuaxon. Son Fnadica, Calif.: BERNARD G. HAMEL, supervisor of penaud, safety and welfare, QaAve-Astetai, Ltd, Quebec, F. Q, Canada; CHARLES EL KE1SER, sapcrietcado* of transportation, Chicago Transit Authority, Chicago; BL; VAN COURT LUCAS, administrative assistant, Americas Transit Association. New York. N. Y.; I FF. MILLS, director of safety. Cmclnaati Transit Col. Cincinnati. Ohio; PAUL W. MOYER, general superintetdeot, Lehigh Valley Transit Co, Allentown; Pa.; J. W. PRUTSMAN. safety director, Loe Angeles Transit Lines, Los Angeles, Calif.; UACHUN . STERNBURGH, director of safety. New York Gty Transit Authority. Brooidya, N. Y.; PATRICK S. SIROIS, safety director, Miami Transit Co. Miami. Fla.; & SUDDERTH, safety director. Dallas Transit Co, Dallas, Tex.; G X. SYPHER, manager, Safety Engineering Department, Transit Casualty Co, St Louis, Mo.: RALPH T. TALBOTT, safety supervisor, Phoenix Transit System, Phoenix Aria.; ELLIOTT A. THIEL, director. Accident Prevention, Columbus Transit Co, Columbus, Ohio; J. L. WEEKS, general supervisor of safety. South Caro* Una Electric and Gas Co, Coiunihia, S. C. Covastlors:--1C C. BULLOCK, supervising engineer. Transit Casualty Co, St Louis, Mo.; COLIN DOBELL, director, Transportation Safety hr Training; B. C Electric Co, Vancouver. B. C, Canada; ARTHUR J. NAQUIN, safety counselor. New Orleans Public Service, Inc, New Orleans, La.; H. W. WHITCOMB, superintendent accident prerartioc. Philadelphia Transportation Gx, Philadelphia, Pa. Staff Kepmmtativ* CHRIS IMHOFF, Motor Transportation Division, National Safety Cnunril, Chicago; RL 39 W| Other Volumes in this Series fcURRENT SAFETY TOPICS Users of thU votume will find tnoch value ta its votomes. Here is the list: Volume 29 Vol. No. TITLE Stoek No. 1 General Sessions end Detailed Index to all Voluntas................ .............................02127--1 2 Aviation: Aeronautical Industries Section I Air Transport Ssctisp......... 022J7--2 3 Ims Steps In Accident Prevention.................................. ...................... 022J7--2 4 Cement and Quarry Industries...................................................... 02227--4 5 Chemical industries ................................................................ 02227--4 6 Coal Mining Industry...................................................................... 02227-4 7 Construction ladwtry and Public Employment (PublicEmployee Section)... 022.27--*7 I Electrical Equipment Industry and Public Utilities................ ................................ 02227--0 9 farm Safety ........................................................................................................... 02127--4 10 Fertilacr Industry ................................................................ 02227--19 11 food. Meet Pacing 8 Leather Industries, Trades and Services........................ 02127--11 IZ Glass and Ceramics Industry and Rubber Industry............... .......... 02227--12 13 Home Safety.............. ........................................................................... 02227--13 14 Industrial Sublet Sessions (Sponsored by ASSE)......................... ........................ 02127--14 15 Labor ......................................... .... ................. ...................................... ........................... 02227--IS 14 Maritime Industries (Marine Section)........................................................ ............... .. 023.77--14 17 Metal* Industry ....................................................................................... .......................... 02227--17 15 Metals Products Industries (Automotive end Madiiee Shop Section Power Press and Ferging Section)......................... ................................................ 02227--It 14 Mining Industry ........................................................................... 02227--14 20 Motor Transportation Industry (Commercial VehicleSection)....,....... 02227--20 21 Occupational Health Nursinf Sectien.................................................................. 02227--21 22 Petroleum Industry.................................................................. 23 Printinf and Publirhing Industry..................................................... 24 Pulp and Paper Industry......................................................................... 25 Railroad Industry ...................................................................................... 24 School and College Safety........................................... .......................... .. 27 Traffic Safety............................................................................ 23 Transit Industry ....................................................................... 02227--24 02227--22 WOOD02227--23 02227--44 TEXTILE02227--25 02227--27 02227--23 29 Wood Products and fertile Industries............................ .... ......................... 02227--24 30 Early Morning Sessions, "Human Relations and Man-Management".................. 02227--30 PRODUCTS and INDUSTRIES PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE lto9copies Each 12 or less paces-- $023 W to 24 pages-- JS 25 to 48 pages-- .45 49 to 96 (ages-- .60 Over 96 page*-- 215 10 to 99 copits Eaek $020 28 J7 .50 .75 100 to 999 copies Each $0.17 25 Jj .45 .70 1000 or mere Each $CU7 2$ JJ .45 ,70 Complete set of Current Safety Topics (30 vols.)--$9.50. Stock No. 022.17 .Ail prices shown are subject to & 10 per cent discount to National Safety Council members. Transactions of thm i iStk National Safety Congress (October 21-35, 1957, Chicago, tU.) t NATIONAL SAFETY COUNCIL 425 NORTH M1CHICAM AVS. CHICAGO II, ILL. 1CMJSM2 riiMiuria. ffOA7-- 40 NATIONAL SAFETY COUNCIL 415 a MICHIGAN AVINU1, CHICAGO II, IUINOI5 vf CONTENTS Safety Needs Communicating, Too................................................ Herbert E. Ihrig 4 How To Train Loggers........ ........................................................... H. J. Dcabay 7 Safety ft* tiw Small Sawmill................................................ Fredendc B. Malcolm 9 Developing Safe Wodr Method............................. ..................... William E. Huie 12 Does Safety Training Pay?................ ............................................... .. A. R* Mobbe 14 Training for Safety Attitude*.........................................................F* GrH??n 17 Usng American Standards in Safety Training............................Henry fi. Lamb 20 JOINT SESSION WITH PULP AND PAPER SECTION Rehabilitation In Ontario, Canada....................................... Dr. fcuce H. Young 22 Safety Training Per Rre Protection Fowtcn.............................. John F. Shentlin 26 How To Set Up an Industry Safety Training Conference, 32 promoting Woods Safety.................................................. 34 TEXTILE SECTION * Trial by Sunrhrat (A SlcitJ........................ -- Wood Products Officers..................... .............. ............. Textile Officer*.......... --....................................... 37 43 45 LEARNING TO LIVE ... Learning to live--safely--was the drawing card which brought more than 13,000 exit aad women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment. Through speeches, panel discussions aad symposiums, they acquired sew ideas for helping others--and themselves--to live, work, and play safely. This was the rcasoc the National Safety Council was organized less than half a century ago. a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced aa atomic age which is bringing the continents closer and has made the earth a smaller world. And sow mao anticipates inter-space travel i Through science and technology, man is progressing to increasing speeds in travel aad production, and increasing dangers--new dangers never before encountered. These, is addition to the everyday hazards of life, occupied the thoughts of the safety people at the Cougras. To encotsage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensation* of Coogrcs* speeches aad exchanges of ideas. P-adi volume is a bandy reference to different phases of accident prevention. The complete set of volumes are listed on the bade page of each volumes. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or QJustxatioas used, are available In the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of tht National Safety Council. THE WOOD PRODUCTS SECTION TEXTILE SECTION This volume is a record of the sessions held at the 1557 National Safety Congress by the Wood Products and Textile Sections, The conduct of these Cengre-- mnW each year is only ooe of the many cooperative activities which these Sections carry on m behalf of their members, and for the benefit of accident prevention work in the wood products and textile industries generally. The Sections give guidance in the preparation of a great variety of technical aad edocational material useful is the day-to-day *afety programs of wood products and woodworking plants, aad textile plants. The activities of the Sections are under the direction of their executive committees, the members of which are listed at the eloee of this volume. 3 THE WOOD PRODUCTS SECTION SAFETY NEEDS COMMUNICATING, TOO ' by HEMEXT E. IHRIO staff consultant, Florez, Inc* Detroit, Mich. America has become the greatest tech nocracy is the history ot nankincL Aside mm esr second best in tbe business of creating man-made satellites, this great country of oars can probably build anything bigger, better, faster and cheaper than any other nation on the globe: Essentially, we bare been, and to a great extent still are, "things" minded. What it comes to tbe "human" side ol die equation, we are still pretty much is swaddling clothes. To see bow "mechanically" minded we ar^ let's take the subject of automation. The average person will tell you that automation means building aa automatic factory where you put the raw materials in ooe end of the machine, press a button and a padoged product comes out the other end. Peter Drucker, in his book "The Next Twenty Years" says, and I quote, "Tbe automatic factory is the aid-produet rather than the beginning of automation. Automation properly docs not start with production at all. bat with an analysis of the business and its re-design on automation principles. Tbe form the automatic produc tion takes in tbe plant is determined by that analysis and rr design * and mechanization, the replacement of human labor by ma chines. is a detail of automation and not always an essential one." MECHANICAL COMMUNICATION ^Tak* "cocsnunicattaa" as another ex ample. Realizing the need for improved communication, what have we done? Chute naturally, we have attonpted to solve the problem of increasing human understanding through mechanical means. Today, we ooe only have the printing press and the telegraph, but as intricate system of telephones. We can talk to our homes and offices from our cars. We have "ship-to-sbore," whether the ship Is in the air or on the water. Before long we'll be 4 aide to dial to any point of the world with out the benefit of an intermediary operator. We have radio and television, and tbe newspapers, magazines, pamphlets and books which are produced every 24 hours total up into an unbelievable amount of tonnage. But have these mechanical means really helped us? Or wouldn't a true appraisal indicate that they have merely made it possible for all of us to misunderstand each other faster! . FASTER MISUNDERSTANDING Now, let's relate the problem of com munication as it evidences itself within the structure of our business organisations. Here again "mechanics" have ted the way --perhaps backwards. For the past 25 years, they have attempted to improve understand ing within business groups through the utilization of such mechanical devices as pamphlets, flannclbosrds--yes, even elabo rate closed-circuit TV programs. I do not mean to imply that the "gadgets?" and "gimmickry" of communication is not useful. It U indeed. However, due to our mechanistic, intellectual heredity, we are sometimes prone to think of these mechani cal widgets and gadgets as substitutes, rather thaw as supplements to the creation of better laderstaoding. Tremendous strides have been made in the field of golf, for example. We have easier courses, better greens, greatly im proved golf balls and superlative playing equipment, yet the number of good golfers has not increased perceptibly. There's no doubt about tbe fact that good equipment will make a good golfer a better golfer. But the finest of equipment will never make a pro out of a dub. What tbe ma jority of we hackers need is to know bow to swing a golf dub correctly. Until we know bow to do that, any investment in superior equipment can only help us produce marginal resalts. Wood Products and Textile Industries LOST RIGHT ROAD And so it is with conmunkatioo. Not only have we naturally looked for mechani cal means of solving the problem, but in so doing we have beer guilty of taking our eye away from the right road, Tbe problem has probably never been better phrased than by W. H. White, Jr. of Fortune magazine, when he stated, "The greatest enemy ot communication is the illusion that we are communicating." And he added--"and the chief reason tor the preservation of this illusion is that we con tinue to place undue emphasis on die for mat instead of tbe context." To put it more briefly in another way --in trying to find short cuts to our com munication problems, we have developed an expensive and elaborate system of short circuits! Allow me to indulge la a "corney" ex ample of what Tm trying to get across. Take some kernels of ooe of the finest types of seed corn developed in ottr part of the country. It's called K-29 and it cocoes from Fremont, Ohio. I'm not a farmer, but I'm told that this type of seed corn will guaran tee taller and stronger stalks, a highly de sirable resistance to fungus, and will result in bigger and higher quality yields. SEED REPRESENTS AN IDEA So let's assume for the moment .that this seed represents an idea, any land of idea, some iika that you want to put across. After alt, aa idea is nothing more or less *hp a mental seed. We know that the idea is good--just like this seed com is good. Now, if I threw some of these kernels out into a meeting roots, will they grow? Of course not. Let's put ourselves, therefore, in the shoes of the fanner who wants to get a record breaking hwat of corn. Wlat do-- he do? Doesn't be take a look at the field in which he wants to plant? If be finds rocks, boulders, or stumps, doesn't be arrange to have them blasted and removed? Before going into that expense, wouldn't he send soil samples to determine whether the soil is worth planting, and what ingredients it might lack? Assuming that the effort U worthwhile, doesn't be then plow and prepare the soil and then fertilize it as needed? Doesn't be also hare to worry about die amount of moisture the soil will need--maybe irrigate, if necessary? And what about the tempera ture factors? Doesn't be hare to plan keep ing them in mind, too? It is only until he has given plenty of thought to each and all of these many and important inter-related factors that he is ready to do the planting. He knows, of course that the planting operation itself is probably the rimplest ooe of them alL ACCEPT FALSE BELIEFS Most of us hare beat unthinkingly edu cated into accepting the false concept that it is possible to pound Ideas into people's heads. In accordance with this concept, we hare been trained as the shock troops of coBBmmicatioQ to increase our vocabulary, leant about semantics, study grammar and rhetoric, develop our powers of logic to become public speakers, evm to become ham actors or participants in some type of a "communicatioral show." - The onphasts has been on improving our ability to tdl other people our ideas better. Our school systems and our business sys tems in following this concept have dime two things. They hare provided us with different kinds of hammers and hare taught us bow to wield them more effectively. But a hammer is still a hammer, no matter what shape or or weight And no matter bow skillfully used, an idea is still an idea--a bit of mental seed. Probably the greatest lesson that my com pany learned in the past 25 years is that it is impossible to transplant an idea as such. All we can do is to stimulate the other person in such a manner as to induce him to recreate for himself a facsimile of the idea we are trying to get across. MUST RE-EVALUATE This, in essence, represents a complete reversal of method--a method which re quires that we make a total re-evaluatioo of our individual concepts of communication. Can the gimmicks of communication help us as we look upon this problem from an inside-out point of view? Certainly. But only when they are used in the right way and at the right time. These gimmicks can perhaps be compared to the mechanical corn planter--a useful bit of farm equipment indeed wba used at the right time; In die 5 19ST Nm/Somal Softly Cemgrtu right way, with the proper teed, and given the proper soil conditions. Stoat we of Florez Incorporated are pri marily specializing in sales training, oar greatest opportunity to experiment has been in relation to oaf efforts to help oar clients develop grater VSdescy of marketing man power, to assist in the marketing personae! development function of marketing. JOB DESCRIPTION Like many other people, we have learned the hard way. For example, the simple truth that before you can train a nap to do anything, you must have a pretty good idea of exactly what yon want this man to do. Oat of this land of *Kwlrtng comes what is commonly known as job description. The next truth winch is equally simple Is that a cabbage carnot be trained to climb a trellis- even if h is made of solid gold. Similarly, we have to define generally the land of man who can do what the job de scription calls for mid then go out and get this kind of a man. Now, of course* l`m talking about man specifications and tbc elements of recruiting and selection. There are some dose similarities betwem my job la the field of sMes training and the work of safety personnel. My job is to help develop more effective sates man power and this really does not differ too much from the fundamental responsibility of developing safer employees. I have just aid that in applying these principles of communication to the job of developing more effective sales manpower, we learned that the beginning point was the job description, the establishment of man specifications, and the proper recruiting and selection procedures. Is this a starting point for you in developing safe employes? PUT SAFETY IN DESCRIPTION It is as Important for safety to be written in *bs an integral part of the employee's job description as it is for salesmanship to be written in as an integral part of the sales man's job description? Can the man speci fications for a given job be so drawn up that the safety factor is taken Into con sideration? Do the selection and recruiting processes of your company tend to eliminate the un safe employee in the same way that a good system for recruiting and selecting saies- men will tend to screen out those men who are not readily trainable, to recognize the cabbages that cannot be trained to climb the trellis? This, you sec, is some of the important soil analysis, cultivating; and conditioning which must lappa before we plat the first seed. When it comes to actually planting the seed, once again it depends upon the cceditioas that exist. In actually training the new man, we use all three methods--on the job training, self-study, and various types of meetings. Within each of these situations we employ the media which seems to fit best. When yon go to plant the seeds that will help make the sew cnployee a safe employee, do you have a variety of methods and media at year disposal ? When the employee is new, you have your greatest opportunity to make your broadest, deepest impressoo and here the devices and gadgets of communicatiou take their proper place. MUST RE-CHEOC ALWAPS Tbc only way to measure the effectiveness of your communication is the constant checking and re-cbccfdng of understanding, to the development of effective salesmen we fed tint the close personal supervision and an organized system for performance evalu ation is the only effective way to check undemanding. Docs this apply h the field of safety?,Do you find the supervisor with his evaluation of an employee's performance to be a vital link in your chain of communications ? With this approach to the communications problem, I think perhaps we can see com munications now not as an isolated program or campaign, but we see commuoicatioos as a concept which applies beginning with the definition of the job to be done through recruiting and selection, training; super vision, and performace evaluation. There is only one true measure of my effectiveness as a sates trainer and that is the performance of the salesmen I have trained. We also seem to agree tint your effectiveness as safety directors could be measured by the safety performance record of your employees. In other words, how good we are is measured by bow well other people perform. A few years ago we worked on a safe- 6 Weed Products and TtxiiU Industries driving program for the United States Army arid out of the points we made ia this program was that performance was a combination of skill plus attitude. COMMUNICATIONS GROW ATTITUDES I think it is apparent that the develop* mest of proper employee attitudes Is con tingent on a brood and mature understanding of the oomnnmieations concept by manage ment. If we can nderstand that no matter how wide the screes is, it is still impossible to transplant an Ida as such. Remember, the best farmer with know how and the finest seed corn planter cannot make corn grow on the floor of a meeting room. Neither can all the mechanical and visual devices In the world do any appreciable good unless a p'T develops a concept that ceesmmieation is a process of management which begins prior to the selection of an employee and carries on through the process of recruiting and selection into Ms everyday contacts with bis supervisor. It is this kmd of effective ffrenrmttiiraKww that I would reennunend to help you ia your job of developing safe rmpliiTrs 1ft HOW TO TRAIN LOGGERS by H. X DEASAY safety director. Woodlands dept, Great Northern Paper o* AshUnd, Maine "How to Train Loggers" coven a broad field and varies because of different hazards caused by terrain features; snow and Ice and different sizes of timber bring cut How ever, training is basically the same whether you teach a nan to fell a tree or operate a drill press. My experience has been m the Northeast, so my remarks will be based on cutting and handling mall trees as compared to the targe Western timber. In the Northeast tbc ooe ooa dnin-saw is used exclusively, as in the take; southern states and The frequency of the logging Industry Is twice or three times grater than it should be as is our severity. It is hard to believe some companies still do not have a forma] safety program is their woods operations and that others charge the safety work to someone in personnel a a secondary doty. This is certainly not the way to reduce woods acadats. There are several reasons why the log ging industry is more hazardous than most industries. I. Work in the bush Is seasonal. The lumberjack has lost time during each year. Since most work is done on a piece work basis, the own work at excessive speeds earning as much as possible while the job lasts. 2. Every cotter works with very sharp tools, Le, axe, chain-saw, rantdog, bark spud, and works with either a horse or tractor. The new direct drive chain-saw which turns fast, is used cu snow and te^ in brush, steep terrain, all weather condi tions, and by all types of workers regardless of their intelligence. There is no such hfr*g as choosing the right man for the job dur ing the cutting season. EXISTING HAZARDS 3. AH types of uneven terrain, rocks, roots, mud, snow and Ice; and other hazards cannot be taka care of with "Non Sldd Paint" or "Speedi-Dry Absorbent." These hazards exist, axe exposed to all lands of weather, and have to be accepted as part of the occupation. 4. In most of our Maine forests (and in sections of Canada) there are dead hard wood trees and stubs that are a mmaee overhead. Some are to rotten that the least jar will reuse them to fall. Many are around yards where wood is (tiled and aloof twitch trails, but it would be costly to saw them all down and would also be dangerous. 5. Our large tabor turnover is another factor that has an advene effect oo our frequency. There is ouch discussion on how it could be stabilised, since a lot could be 7 1957 National Safety Congress and should he dose. However, tt can never be as stable as our mills and factories where people live, own homes; and depend on the work in that town for a living. Several in centives would help stabilize oar labor and also hdp us kce^ a better caliber of men: 1. Bonuses, 2. Cootracts drawn up with employees guaranteeing them a certain somber of months work during the year. X Side benefits insurance and retire ment benefits. TRAINING PROCEDURES Indoctrination is one of the most impor tant steps of any training. A new employee is more receptive to instructions before go ing to worlc All the mstrocrioos possible should be given at this A successful safety program is largely dependent on the attitude of management, supervisors and the worker, but it must start at the top. la an indoctrination program, we must tell new employees what U expected of them and what they an expect of us. They should be briefed on the company rules and policies; who will help them with problems, where the first aid room is and to be jure and get treatment for minor in juries. Men should be told about the safety clothing and equipment available for their use and protection, and of their responsi bility for the mfety of their fellow em ployees as well as their own. Make them feel we are interested in their welfare and if time permits find out something of their past and their families. This is not always potable in our woods camps where turnover is sometimes great, but we should do what is molt important. The first impression a new employee gets of his boss and the camp he is to live in, plays as important part in how long be stays at that camp and how content he will"Tie. FORMAL TRAINING Format training is given by specially trained instructors or forcmoi. There are many stages of training: there may be men who know nothing about the work, others who have some experience, while some may be semi-skilled. These men should be divided into three different groups so the ones with less ex- 8 perieoce would not hinder the progress of die others. However, until labor is stabi lized. this type of training is not feasible. Is addition, we may fed some mca need training while in their own minds they are experts. If asked to attend a traintug sea son and be paid on an hourly bans they would be ape to peck up and go elsewhere. Our company has tried twice to train some of our American youths. In Mar 1952, we went to aS the high schools m the sur rounding areas and talked to boys IS years old. We explained our planned program telling them they would be paid on an hourly basis until they could produce enough to make more. We showed the earnings of skilled woodsmoi and estimated their earn ings in two months. We also advertised our program in the local paper. Few boys showed interest but some said they might try tt On the opoung day we had one re cruit from the southern part of the state Oar second attempt was in 1955. This session began after our employment manager received letters from college boys who wanted to cut pufpwood during the summer to get in shape for the football season. Eleven boys showed up and the company started its program with a very capable instructor. They were bo]thy. nigged fel lows with no experience and had to start out with the baric fundamentals of what tools were used and how to prepare and maintain them. They were enthusiastic and started out very wdL With the exception of a minor scratch, mxie of the boys were injured during the summer. This was quite an accomplishment because after the first three weeks the boys were producing in crews of two or three and were on their own because the instructor was with one crew at a tone. ON THE JOt TRAINING On-tbe-fob training is the type of train ing our company has concentrated on for the past sue or seven years. Most of our employees come from Canada and are stalled to some degree; "On-the-job Training" we make extensive use of visual aids. We show safety movies and slides which onphasize the proper and improper working habits. We also have camp meetings with the men to discuss work hazards during the current season, brief the men on our accident analysis and discuss means of efimi- Wood Products and Textile Industries nating reoccumncc by better working prac tices and techniques. Our foremen see their men at least twice a week. Unsafe practices are corrected and any possible unsafe condition eliminated. Here are aorac of the tuintm unsafe prac tices noted: f 1. Bucking on cluttered yard (too many togs yarded in). 2. Bucking too close to pile. 3. Starting chain-saw from knee. 4. Failure to dear around tree to be felled. 5. Walking with chain-saw with motor running. 6. Men working too close together. 7. Occasionally a man is found not wearing his hard hat. Common tmsafe conditions are: 1. Working on yard with a dry stub or tree overhanging 2. Poorly maintained tools. X Working on icy truck bodies. These are only a few of the unsafe prac tice* or conditions that may be noted. If an employee needs more attention than the foreman can give him, we could send him home because our Bond Quota calls for SKILLED woodsmen. However, this is a rare case. If the man was willing he could work at our experimental camp where the supervisory force has time to train him properly. What making bis rounds in the woods, the foreman talks with each crew three to five minutes about some of the hazards or an accident that happened at another camp. The safety supervisors visit the men in the woods and work with new foremen to assist and encourage them to speak to the men. One important, never ending t*k is keeping our employees safety conscious. It is a foreman's obligation to inculcate a sense of Individual responsibility in each employee, to himself and his fellow worker. To accomplish this, it must be made a daily task that is never completed. Should an accident occur, our foremen and clerks are trained in first aid to make a man as com fortable as possible until a doctor arrives or the injured is transported. SUPERVISORY TRAINING Supervisors are not necessarily all good instructors. Therefore if we expect them to do **On-the-JobN training, they should attend an instructor training course. Most insurance companies offer this service to their insured. . Good instruction is as important as good tools. A man should be told why be should do something, and should be shown in an easy manner, and observed while doing it The supervisor should return frequently at first to make sure the job is done as he taught it. An annual refresher training course is almost as important as the initial one. Some supervisors have done a better job of In structing after they had the course for the second or third time. There are steps and techniques that are a MUST for effective instruction. These may not be fully retained by the supervisors until they have bkn the course far the second or third time. A SAFETY IN THE SMALL SAWMILL by FltCBEKICK I. MALCOLM technologist. Forest Products Laboratories, U. S. Department of Agriculture, Madison, WIl The numerous scientists on the staff of the Forest Products laboratory study every property of wood--how strong it is, how it can be made stronger--its chemical nature-- what caa be made with the chemicals derived from it--how it can be made more useful. In other words, these men are trying to make a better way of life through the use of wood. Why do I emphasize the small sawmill? A brief sketch of the character I95Z National Safety Congress of the industry will be helpful. to general, there are 50,000 sawmill* that annually pro duce 36 billion board-feet of lumber prod" ucts. One-half of this amount, or 18 billion board-feet, is produced by 2,000 large saw mill*. The other 18 billios board-feet, are prodoeed by about 48,000 small sawmills, each of which cats less than 5,000,000 feet of lumber a year. It is this group of small sawmills with which f am primarily con cerned. They are operated by small businessmen-- nigged individuals--and are located in the timbered areas or rural farm areas of every state. On the average, these operators em ploy no more than eight men, although a number employ as many as 30, depending upon the extent of their logging and re manufacturing activities. This is not a large labor force per sawmill, but collectively it is, sizeable. lu many smalt communities these mills are an important industry, and most owners have a strong sense of responsibility for every employee- These snail units are essential tools is the effective harvesting of our timber supply--<we of our most impor tant natural resources. SMALL MILLS AID IN EMERGENCIES About 75 per cent of our private commer cial forest land is In the hands of four mil lion farmers and other owners of small timber lands -in tracts of less than 5,000 acres. In many tracts the small sawmill is the most efficient method to harvest timber. This U another reason why the small saw mills are a highly important part of the lumber industry and why it Is important to keep them operating. In times of emer gencies such as disastrous hurricanes that blow down huge areas of timber, these small units can quickly move is and harvest the timber before it spoils. Hew of these small mills operate anywhere near capacity. The Urge raid, on the other band, is operated near capacity because the owner, with a large investment, cannot af ford to do otherwise and increased produc tion requires additional equipment and men. Consequently, during World War II the small sawmill was an important source of increased production when lumber was criti cally needed. For the most part this was accomplished not by adding men or equip ment but simply by increasing the operating efficiency of the mills and by operating more days of the year. The mfortmate part of this whole pic ture ts that small operators usually work so hard,they seldom recognise that cSdescy is the key to greater profits. Large nulls readily recognize the need for efficiency and often hire special engineering firms to solve their problems. The small miU owners gen erally cannot afford such services. Added to the mail sawmiS operator's difficulties is the fact be has Use reputa tion of besDg a poor financial risk and of producing poorly nutfsetand lumber. But that picture is dunging. Today a large number are efficient, produce accurately made lumber, and arc quite successful financially. These usually produce three to five million board-feet annually. Unfortunately, there are many snail mills producing Urge voitmes o; lumber not nearly so efficient be cause they operate dose to break-even cost margins. They are so absorbed m keeping out of financial difficulties they fail to see ineffideut and unsafe practices which cost them money. As a part of nty work. I help small sawnail operators improve tbar practices. This responsibility is met through research oo ways to improve small tmfl operations and by developing informational literature on improved practices. But oac of the best mediums is to work directly with these people showing them their problems and bow to overcome then. PERSONAL CONTACT REST Because it is impractical to visit many mills individually, we work with state for estry agenda; forestry eaOegts and other organizations, conducting short courses or sawmill duties. As assay as 200 sawmill workers may attend, although small groups of 25 to 35 are best to work with. We cover most phases of small miB operations and their associated prohlrmt Bat the suc cessful meetings are those run for more than one day covering problems in more de tail and giving Individuals more time to "air* their problems. Prominent among the subjects covered is production efficiency and its relation to re ducing operating costs, and mill setup and aUnement Worker fatigue from unneces 10 Wood Products ond Textile Industries sary lifting and carrying contributes to pro duction slowdown. Associated with this is that unsafe conditions and practices increase production costs. Workmen's compensation insurance is a direct cost that operators readily recognize. However, few small saw`mill operators recognize that unsafe prac tices contribute to his cost of operation. However, the small operator sincerely wants to practice safety but does not know how without interfering with normal pro duction. in the past year I have been em phasizing safety as a factor in production costs, although I spend only about 15 to 30 minutes on safety as it applies to efficiency in sawmill operation. My approach is to show them unsafe operating conditions that contribute to in efficiencies and higher production costs, t use pictures of actual conditions taken at various mills to point up my discussion. SLANTED LOG DECK One picture shows the log deck has con siderable slant, and it is obvious the logs are heavy. They are restrained from rolling only by chuck blocks. The question here is. how can the logs be efficiently and safely brought to the carriage? The workers must puff the blocks and rm. A badly bent turn-down device Is mute evidence of this. The sawmill carriage and track likewise had borne the brunt of pound ing by similar logs. A slip, and a man can be badly injured or killed. The poor, design of the mill deck slows production as well a* being unsafe. .Another picture shows a worker dodging a log overhead. The crane operator was being crowded to unload logging trucks and was swinging the logs directly to the mill deck. The man in the center was supposed to be a spotter, but the crane man could not wait for him, hence the crew wsa not fore warned. It almost was an accident. The miU manager was with me at the tune; and measures were taken to correct the situation. Nevertheless, these men were constantly conscious of looking for danger, and their actions--and consequently thdr production-- were slowed One picture of a man chopping truck stakes shows a practice sometimes outlawed. Trucks must be equipped with safety trip stakes. However when wooden stakes are used, the trade driver chops th stakes nearly through. If he chops too deep, the entire toad will come tumbling down on top ot him or his helper. Another hazard is caused when a sawyer reaches for chips alongside saw to raneve chips that wedge against the saw. A slip, and the sawyer may lose an arm or his life. Another stunt sawyers sometimes pull is brushing the saw with their hand to find out if it is overheating. In all such cases, the tax cost is only a minor consideration. The really severe cost is the lose ot a key man, and possibly one's entire business, because of one careless act. DANGEROUS KICKBACKS The third area extremely dangerous Is kickbacks due to jamming saws which are one of the main causes of accidents at the edger. The board through the edger is ens on the bias, because of poor mill layout But equally as important was the dangerous working situation. Once an edgerman tried to slow down his end by holding it Onehalf slammed bade against the end of the mill just missing the sawyer. The mistake was ia placing the edger too close to the headsaw. The edgerman did not have room enough to handle long boards. Not only was this a definite hazard, it greatly re duced mill production because the sawyer had to wait until the edgerman was out of the way. A hazard that small sawmill operators do not recognize ts failure to shield moving shafts, pulleys, and belts. The snail mill ts not the mam offender, either, for many larger mills are equally at fault. Often the end of the saw mandrel and the driven pulley are practically "ready to reach out and grab" a loose piece of clothing. Even more hazardous are keys that stick out from pulleys attached to the ends of shafts. AID MILL OWNERS Until this past year practically bo con centrated safety effort has been made to help small sawmills. They occasionally re ceived safety literature; and a few operators posted it at thdr mills; but such cases were the exception rather than the rule. Nor does that material constitute a safety training program. Responsible for safety programs among these small operators is of course, the mill owner. 'But how can he start a U 1957 National Safety Congress safety program when he docs not know how to go about it? He needs help. This past year I asked at each of the 30 sawmill dimes how many had had safety inspections from any organization or agency. In 26 dinio only scattered hands were raised; at a few, there was no show of hands at aE At the last dime I attended, only 3 of 25 attending railed a hand--and that was m a state with one of the highest accident frequency rates. If safety inspections at such mills are just casual visits, how can >*00 expect them to have a safety training program ? Small operators may wdl ask whether, if they start a safety training program, they wiQ get their mscraoce rates reduced. If not. they may not understand how they will benefit. Somccnc most show them, and there must be concrete evidence that their efforts are being appreciated. Some effort, was made this put year: nothing m the way of a broad safety pro gram, but still a Mart in the right direction. The Northeastern Logging Congress, spear headed by Fred Simmons, logging and sawmiUing specialist of the Northeastern Forest Experiment Station of the U. S. Forest Service had a panel dlsctmko on snail saw mill safety as a part of its program this spring Kenneth Compton, professor of wood uti lization at the State University of New York's College of Forestry, devoted a sec tion of his small sawmill short course early this fall to sawmill safety. These are excel lent starts, but imfortunatdy they are only "a drop in the bucket'* compared to the need that exists. SAFCTT SAWMILL OINKS Not only that, but safety is not the pri mary work of either of these men. They are doing this because they recognize the tremendous need. However, there is a great, immediate need for safety men to spearhead some of this work. Possibly this should not be done strictly as safety training sessions but rather as overall sawmill dimes in which good safety practices are gins the spot light. These moll operators arc not going to be converted overnight. One thing that must be avoided if |*wrtiL is the manda tory attitude of "do it or we slat jvw down.1* Regulatory measures have been with them for years, and to damp down suddenly or to initiate new measures would cofy hamstring the industry. These operators work on a small profit margin, and if another butdm were placed on them, ooc which they do not understand, many would shut down. These aa need to be shown that good safety practice* pay otf. and helped to accomplish H. 6. DEVELOPING SAFE WORK METHODS by. WILLIAM E. HUIK personnel safety supervisor, Gossett Lumber co^ dhr. The Gossett co., Gossett, Aik. Regardless of whether or not our plants undertake a methodical job-safety analysis m the near future, we will benefit from a description of something about the techni que* and Its purposes and bow they are ac complished. Within relatively few years, accident prevcitioa has progressed from a hit-or-miss proposition to a technique closely approaching the scientific method. The humanitarian appeal to managonent and workers is not as great today as yester 12 year. Today, methods are employed which isolate and identify the causes of accidents and which permit direct and positive action to be taken to preveat ttor recurrence. Accident prevention me be bnaed on facts which dearly identify the problem. The tcchnjqoes approaching the scientific method work nearly 100 per cent with the exception of lumber industry--I am talking about southern sawmilling. Due to the type of labor employed is our sawmills, it would Wood Products end Textile Industries pose a big problem to get away from the humanitarian appeal to these workers. Al though we as supervisors understand the technical side of <mr problems, we must, appeal to the humanitarian side of our em ployees. There are four step* In a "Job-cycle": "JOMTW ^ A "job-cycle" is a unit of work, from the rime it begins to the time it is completed. A foranaa or supervisor must analyze aa operation to some extent before be can come to any sound conclusions about safe work practices, guards, or protective equip ment. In some jobs, such as inspections or assembly work, the baste work cycle may be completed in minutes. In others, soch as certain iniUtnc operations, the cycle is quite complex, sometimes involving two or three days rime. However simple or complex the cycle, the objective is to list, in logical sequence, every step takes in completing the taut of work you have set out to analyze. Include every single dement, every action, every inspection, every delay, everything that is involved is accomplishing the job purpose. The more complete the breakdown, the tetter the chance for improving the opera tion from the safety or health standpoint. Once yon have the whole pattern down on paper, doable check it with the most ex perienced employee performing that par ticular job. By combining your knowledge and observation with his; you should be able 10 break the job down to its finest details. The next move is to list after each step in the job cycle, every exposure to potential danger, every health hazard that is involved. Indicate the exact cause and its source. Keep jooldng, questioning, experimenting, imagining, analyzing, until you are positive that you have combed out every potential hazard for every step m the job cycle. "ACCIDBffS CONTROL" looking over the entire job pattern, ask the following of every detail: Is it nec essary? What ie the purpose? Ota it be eliminated through substitution or change? Can it oe combined with other details to re duce exposure, cut down ou stor age or transportation? Can any details be re arranged for smoother sequence, to make the job easier and simpler? Can any details be simplified to reduce or eliminate the danger? Searching questions such as these are alt important, because In this questioning pro cess ideas for improvement are usually generated. The ideal action, of course, is to wipe out the exposure if at all possible: substituting a safe material or process for an unsafe one; replacing manual with auto matic feed; changing the design or opera tion procedure to diminate handling; and smooth out a dangerous lank or erase an unnecessary job step. Sometimes the only answer will be to guard an exposure, fearing off a hot spot with a barrier guard, devdoptng some ade quate way of keeping the operator's hands away from danger. For unavoidable ex posure, protective equipment is often the best control: goggles, face shields, safety shoes, ear protectors, aprons and gloves. After you have exhausted all physkaL controls, there is stiU the possibility of special instruction, warning; and retraining as control devices. If the exposure cannot be eliminated or safely walled off, the em ployee must be taught the test possible method to avoid injury, and it will take persistent education and supervision to see that he uses this method. "FOLLOW-THROUGH" When the analysis brings about changes in equipment, arrangement, operating meth ods or work practices, you must thoroughly sell the anployce on these revisions. It is Important that he dearly understands the reasons for the -change. Those employees who assisted m the analysis and the plan ning of controls will have a natural en thusiasm for seeing that the new method is constantly in effect This is one of the valuable benefits of "job-safety-analyds" work. Finally, remain alert to the necessity of keeping job safety breakdowns up to date. Changes in materials, processes, and equip ment often create new exposures, and the necessity for new controls. There is a need for constant analysis in industrial supervision, for change and piogres* are the natural laws of our existence. In accident prevention, and in the general business life, we never have the final answer* to anything--there will always be a better way and a tetter result^. 13 DOES SAFETY TRAINING- FAY? by A. K. MOMS manager industrial relations, Abrtibl Power & Paper co., Ltd. Toronto, Canada As the largest section of our operations is located in Ontario, I will concentrate my next few remarks on that province. The Ontario Workmen's Compensation Board administers the Workmen's Compen sation Act The original Act came into force on January 1, 1915. An article ci tified "The Workmen's Compensation Act, How It Works," published in ABITtBl, our employee magazine in April 1929, was written by Victor A. Sinclair, K. C, who was then chairman of die Ontario Com pensation Board. "The Act was passed in the year 1914 but came into force on the first of January 1915, and so accustomed have workmen become to the fact that the Act is in force and that they can rely on its provisions that practically all except the older workmen have forgotten the conditions which existed prior to the Act being brought into effect, when the workman in case of being disabled by accident m the course of his employment either bad to depend on such voluntary con tributions as were made by his employer to him or had to endeavour to procure danago by an action at law. DIFFICULT VERDICTS "If an action were brought, usually be might be delated from six months to a year in getting his action tried and having any appeals which might be taken disposed of. accompanied by large legal costs, and in the end. if he were successful, so much would be taken up in costs that the actual amount received by the workman would be small, even in case* of serious injury. "There was also the diflicultY of recover ing any verdict in such action because in the first place he had to establish that his em ployer had been guilty of some negligoice, either in the plant itself or ia the machinery used in it or in his method of carrying on the business, and that there was some care lessness on the employer's part which caused the accident "Also the employer had a number of de fenses, such as contributory negligence, 14 which would deprive the workman of his verdict if he had in any way contributed by his own carelessness to the accident, or if the accident had been caused by the negli gence of a fellow-workman who was not in the position of superintendent or foreman he would not collect. So that the workman had little real compensation for injuries re ceived in the course of his employment." This was written 28 years ago. The Workmen's Compensation Board en deavours to administer justice to the injured man, speedily and humanely, and it has three main motivations: The preroition of the accident in the ' first place. Failing this, the paying of maximum benefits at the least possible cost to the employers. . The return of the injured workman to employment in the shortest possible time and with the minimal permanent (Us ability. This of course requires first- class medical and hospital treatment. Their schedule of benefits to the injured workman is not exceeded anywhere and the administration costs arc low; on the average 92 cents of the employer's dollar is spent in one way or another on the injured work man Maximum weekly compensation is 87Z.1I. The average rate charged in all indutsry. from mining and heavy logging to the needle trades, is approximately $1.19 per $100 of payroll/ As the Act forbids litigation, there is no wastage on lawyers' fees. PERMIT INDUSTRy SAFETY GROUPS Another important feature of the Act is the provision to allow the Board to assist all Ontario industries in accident prevention by permitting companies in the same indus try to form an association to promote and carry on the work of prevention of acci dents. The Board may make financial grants to assist them. The pulp and paper industry in Ontario has its own, the Ontario Pulp and Paper Wooi Product* mi Textile Inituiriei Makers' Safety Association, noo-profit sad without share capital. This Association is governed by a Board of Directors consisting of 20 top-ranking executives of member companies. Together these companies make up 96 per cent of the total payroll in the industry. A new Board of Directors Is elected cadi year at the annual meeting of members. The directors in turn choose the president and vice-president from their number. The only paid officer is the efficient secretary-engineer, D. B. Chant STEERS CLEAR OF AUTHORITY This Association believes that accident control in industry is primarily a manage ment function, inseparable from other duties and responsibilities of productive organiza tion and leadership. The Association avoids any attempt to perform that function for its member companies and confines itself to activities designed to encourage^ stimulate and assist them to do a good job of con trolling work injuries in their operations in frequency, severity and cost. It employs no inspectors or field men and docs not try to maintain a routine inspection service. The Association believes that accident con trol is one o! management's responsibilities and should be carried out with the same efficient attention to detail as is given to all other operating functions. We in Abitibi have always been interested in accident prevention. In fact, in our null labor agreements, one of the clauses reads: "The mutual interest of employer and em ployee Is recognized by this agreement for the operation of the entire plant under methods which will promote to the fullest extent: safety to the employee, economy of operation, quality and quantity of output, cleanliness of plant and protection of prop erty.'' FIGHTING HAZARDS In labor agreements with our woods workers we say: ", . . and to ensure to the utmost extait possible the safety and physical welfare of the aroptoyees. ecooamy of operation, quality and quantity of output and protection of property." In 1953 in most of our mills and woods operations we had safety first committees on which hourly workers and supervisors served with great interest, discovering un- safe conditions, pointing out dangerous prac tices, studying accident causes and devising ways to prevent them. We had machinery guarded and encouraged the use of goggles, respirators, masks, hard hats, safety shoes, buoyant vests and gloves. But in spite of everything, our lost-time accidents in 1953 in the mills were 191 and the woods 937. late in 1953, our president, D. W. Am* bnd"j -.etided that he would concentrate his close attention on accident prevention and safety. Besides the human suffering and loss of earnings to the injured, he was sure that accidents were causing us increased production costs. Authorities on the subject today estimate that the indirect cost of accidents are at least four times the known costs. Indirect cost items are: confusion and loss of pro duction at the time of the aeddent, training new workers with loss of production and quality, possible equipment damage at time of accident or in training, cost of safety programs and other miscellaneous items. We have a Quarter Century Club in our company with nearly 1,000 active members. On the occasion of their 1953 annual ban quets in the company, Ambridgc in his message to then, said: "The number one problem in our industry is safety and I can think of no better or more challenging one for your group to take on. TARGET FOR THE YEAR "Let this be your target for the coming year--to eliminate the needless human suf fering caused by accidents. I would like each member of the Quarter Century Gub to make a realistic effort to assist wherever and whenever he can in this most humane cause, You set the example far those who do not have your quarter century of ex perience. "Take an active port on safety committees. Form a committee of your own and teil os what we need to do to nuke safety work. Consider yourselves 'commissioned* as of oow to point out to individuals haz ards sad atry unsafe act yo* see being committed. Make safety a religion and your efforts will have the blessing of all." He also talked to Toronto office officials and to all mill and woods managers, stating that their responsibility for safety was as important as operations. 15 1957 7/otumet Safety C^n He alsn tcid presidents of the bum* lioaal Unices with whoa we have labor agreemaits of oar campaign. They replied in torn endorsing the work. Copies of their letters west to all the locals. Safety com mittees in the mills and woods were or* gaaued or aaprdvcd. They included members of supervision and workmen. For the first time; a safety committee was organized in oar Toronto office to keep close tab on tl>* wiO sad woods activities and to advise asd act as a clearing bouse for ail safety miomuko between the mill asd woods divisicos of the company. So, in 1994. Abrnbt Safety Year was iaimcbaL umwG OP DIVISIONS It is onr canon each year to bold a Ubor- management meeting in Toronto to which we invite a rr from each of our union locals aod their nMemarioral officers and company representatives from our divisions. At these meetings we have frankly discussed problems of mserest to all of ut. So in vtrrh. shortly after our campaign bad started, we held the 1954 Conference. The subject* were "Economics" and "Safety." The principal speaker on safety wao Al E, Brown who at that time was vice-president aoi regional director of tbe International Brotherhood of Paper Makers, now tbe Uoitwl Papcrmakere and Paperworkoti oe the west const. Brown told us of the good work being dooe by the industry on the Pacific coast, and following his ad dress there was a challenging question and answer period. As proceedings of our Conferences are printed and distributed to all employees, this conference also played its part in highlight ing safety and accident prevention. Also about that time, after a survey of film libraries, we found that there were not many safety films available in Canada dealing'directiy with mills and woods operations. So we produced two films--on* the use of hold cards on machinery when shut down for repairs or inspection, which w called "If* In The Cards" and the other, for the woods operations, portraying the use of safety equipment, shoes, hats, buoyant vesta and gloves. It is called "Saga of Safety Sans'' This film was produced is English and French. Tbe preparation of tbe scripts and shoot ing of these films all helped to highlight safety and they were well received by our employees. They are still in service--re freshing older employees' memories and in structing new employees. The film "It's la The Cards" was awarded top honors by tbe National Safety Council's National Commit tee on Films for Safety in the Occupational Field (or Noe-Theatrical Filins on Safety Produced in 19S4. NEED POWEft SAW FILM Todsy, U we were making a similar woods film, we would have to include scenes show ing tbe handling and maintenance of power saws. In our woods operating year 1953-54 when the were being mad* wood cut by power saws was only 12 per cent but last season it bad increased to 82 per cat and I am sure that it will be higher again this season. There is no doubt that tbe introduction of. power saws to woods operations has created additional hazards and problems sod we try to make sure that our employees recognize them. In fact, at one of our divisions, we have had experienced men go through the woods inspecting and ex amining power saws in the same manner as a highway traffic officer inspects auto, whiles for defective brakes. If tbe saw is in good order, it U so tagged. If not, and if adjustments cannot be made there and then, the man must return to the camp end get his saw fixed. EFFORTS MOVE EFFECTIVE Before 1954, we had trained many of our foremen in job safety. We again gave them and many members of ther crews J.S.T. Courses. We utilized every device we could find to keep safety continuously in front of our employees. We used our employee maga zine, ABtTIBl; held more St John Am bulance First-Aid Courses and held contests in the mills and woods. In the wood* we gave a turkey dinner each month for the camp with the best lost-time accident record in its division. Thl* combined effort by all of us from the president down, ended by reducing the num ber of lost-time accidents in the mills from 191 in 1953 to 98 la 1954, and in the woods from 937 to 641 tbe same year. The 1954 faults proved what sustained effort can do--and I mesa sustained--be 16 Wood Products end Textile Industrie* cause accident prevention must be everlasting and we in Abitibi are continuing on that basis. Since then we have continued our effort* to eliminate accidents. For instance, but year some men attend a Latdner method of accident control course and they, in turn, have instructed all mill foremen. BrieBy, our record of lost time accidents to date has been: First half 1953 1954 1955 1956 1957 Utils 491 9S 10! 102 49 Woods 937 64* 531 476 237 I have not confined myself entirely to training because we think that our other activities are equally important but we are convinced that the only effective way to approach accident prevention is from the top and all management, from the president down, must consider safety on the same basis as every other important business (unction. Doe* safety training pay? We believe that it does asd that a good accident experience reflects an efficient operation and both together add up to lower cots. dk TRAINING FOR SAFETY ATTITUDES by OLffNN I*. fiKIWN director, Industrial Training, National Safety Council, Chicago Attitudes of people are undoubtedly the most important factor in tbe prevention of accidents. For this reason we should give much serious thought and study to attitude* to understand than and do something about them. There is danger that the term "attitude" win fait into abut, that it will come to cover many unexplained or difficult to ex plain lands of conduct, something like the word careless which is so carelessly used. For example, a man neglects to lock out an electric switch when he is working on a line He knows he should lock the switch hut he doesn't- So we say, it's his attitude Another hurries too much to get a job done and doesn't secure a ladder and falls. He has been told. He knew better. Then why did he do it? Attitude. The American Standard Code for Classi fying injury causes lists the several im proper attitudes thus: --Willful disregard of instruction --Violent temper --Absent-mindedness --Willful intent to injure --Nervous, excitable; etc --Failure to understand instruction --Improper attitudes oot elsewhere classified "Violent temper, absent-mbdedness, nerv ous, exdtahle, etc"--they are not attitudes. To call them attitudes, to think of them as attitudes is harmful, because we tend to coocentrate our efforts on these overt mani festations and miss oitirely the real attitude* which Underiy them. UNSAFE ATTITUDES What is an attitude? Again, I am not searching for a dictionary definition, but for one that most of u* accept and use in everyday coorotation. An attitude is a belief, a way of thinking or feeling about things, a principle, a conviction, a usual way of reacting. Literally, an attitude is a posi tion wc take. President Dearborn, a few years ago. drew up a list of unsafe attitudes which he called seven deadly beliefs. 1. I'll get It wises ray uumber comes up. 2. It can't happen to me 3. It's tbe law of avenges. 4. Danger is the price of progress. 5. An accident is an act of God. 4 I'm tough, Z don't bruise easily. 7. Safety is sissy stuff. And here are a few I have added: 1. Resentment of authority. 2. X don't like my bos*. 3. They can't teach me anything about this job. 4. Practicing safety slows me up. 5. The other fellows will laugh at me. 17 MT J>'ii mat Cw^ru 4 h Wb --an akt i Jmim 7. SkpM lad yuatn md eastern pd safety meetings are for ttids. A nan who bolds any or several of these attitudes is Kkcfy to disregard iastntetioos. {ail to team of* practices or to follow them when be does Ion them. He may lose his tenper and Wwa had lack or somebody else for his ova aartakes la shorts he is likely to act nosafdy and hart himself asd others. SAH ATTITUDES This paper begin by disemsmg attitudes for safety aad now the subject is attitudes for acridens. Lex's chance that. Here is a tist of attitudes for safety. If we expect other people to develop safe attitudes, mdeed. if we want to develop them osndm. we must know what the safe attitudes are. --Accidents can be prevented. --Preventing than is more impomnt than blaming the people who cause than. --The company I work for is sincerely trying to prevent accidents. --The safety regulations are reasonable and important. --The foreman is for safety. ` --The fdtows I work with wilt respect me for practicing safety. --Safety is a marie of intelligence and skill. --It's dumb to take chances --I have a responsibility to correct any hazard .1 see. Because management attitudes are Impor tant too, here are three especially for man agement : 1. Safety is good business. 2. Safety promotes efficiency. 3. We can't afford to have accidents. ACCEPTING THE PRINCIPLES Simple, aren't they? If we could get these attitudes universally accepted, we might have the accident problem licked. How can we do it? Can we five a course in attitudes? Can we tell people how they should fed about things and have it take? For supervisors, there are many good courses, but workers and supervisors, too, we need to think of training as something a good bit broader and deeper than the classroom. Training ts farming or shaping, giving direction tov stimulating the growth of a person in the way we waaC him to go. The first, and possibly the most impune* influence in training is the caiucamat ,N*cw attitudes develop at as csvtroamenr favorable to them. Many things wake up the envirtaxnent: physical sonuuudmgs. the boss and the other employees. By physical w mundings f don't mean new buildings and air enaditionnsg. I do mew that the work ana should be rime and orderly. The comfort aad safety of the employees should be considered. Unneces sary noise, smells and aueuti of tanperalure oust be riinuaatrd Cood attitude* can develop in a place She that- They don't stand much chance in the other kind of work place. EMPLOYEES' lEHAVtOR ESSENTIAL The boss is part of the environment. And fellow employees are an important part of the environment. Their influence is probably greater than that of the boss, company maiagonest or the safety engineer. Think how much time employees speed together, compared to the amount of time the foreman or any management person spends with than. Tcft a new man the importance of some safe practice, wearing safety glasses for example He agrees and looks around to see what the other fellow* are doing If they are not wearing glasses, you know what happens. But if they are wearing glasses, the new man will go along. If you want to build favorable attitudes don't overlook the crew and their influotce on one another. Get than into the art- If you have a gang with pretty nice attitudes, treasure that possession, cultivate it. and don't let any person or any incident spoil St Attitudes are influenced strongly by two kinds of examples. First is the boss who practices what he preaches, who, if he says you should wear safety shoes or a hard hat wears them himself. The second kind of example is that set by the management, the foreman and the safety engineer, who think safety is important. If a safety suggestion is made it gets prompt attention. They sire willing to spend money for safeguards or safely activities. Never forget that a guard does more than keep hands out of danger. It shows everybody that the boss thirties 18 Wood Products tmd Textile Industries keeping hands out of danger is important. Aad that goes a long way toward building good safety attitudes. homes* leads to a serious mistake or a bad accident, come* the big blow-off. Good attitudes develop la a department where MSTMJCnON REAPS RESULTS Giuea a favorable environment, and a good CMSftc the aext thing that influences MLfki ie iartnif.tiuu. Instruction starts wick the first introduction when a man tens tw work. needs to be told what the mngnay believes and practices about safety. You can't assume that he knows and supervision is firm and consistent and decent Finally, good attitudes about safety are formed by talk. I don't mean preaching. Irving Lee said that preaching is the great instrument for strengthening beliefs that people already hold, but for changing beliefs, preaching is such a direct assault an the personality that it arouses resistance. you can't leave it up to a printed book or posters co the bulletin boards. You need to Itfl Ism, simply and earnestly, without a tot of phony preachments. The old times who weren't told this when LETS NOT BREACH No, I don't mean preaching, I mean lots of talk in small meetings and with 'indi viduals about accidents and safety. Super visors should talk with workers in the same they came to work, should be told also. Make a project of iL You'll be amazed at how much they will appreciate it and how many will tell you they never heard it before. The next kind of instruction is, of course, way we safety people talk among ourselves, the subject being, "How can we prevent these accidents, or this accident." They should consider the whole problem, the unsafe condition, the unsafe act; the job instruction on every job and repeated as often as necessary. This is not off the sub ject of attitudes. Knowledge and skill are one tiling and good attitudes are another. But we can not have the attitudes without knowledge and skill. wrong method, aad they should agree upon remedies and help to carry them out. When they do that, every worker tends' to become a safety man. When their minds turn to the subject of bow we together can prevent accidents, we will have achieved what we If a man knows a job thoroughly, his hare hoped for in their acceptance of good attitude is likely to be good. Moreover, safety altitudes. when a foreman gives good, careful job instruction he gives evidence that he thinks the man and the job arc important That's a strong support for a good attitude toward the jot* the foreman, asd safety. SAFETY IS PRORTAKE To build safety attitudes we seed to know what the safety attitudes are. It is profitable to spend time discussing them with asso ciates. SUPERVISION tNRC!AL The first requisite for attitude building is Instruction leads to supervision. If every a favorable environment. Management and mas has been carefully instructed about every job. the foreman needs to correct any worker who does the job unsafely or in supervisors must set as example of safe practice and an example that they think safety is important. a manner differently from what he was taught. And he needs to do it every time he observes rt Two great weaknesses of supervision are reluctance to correct people for wrong work methods and tack of skill in correcting them. I know foremen who get scared or angry because they see things getting out of hand, but more often than not, these situations come from letting wrong work get by be cause the foreman doesn't want always to be griping about something. Instruction, the great cure-all for social problems is necessary to build attitudes; instruction is management safety policies, instruction in bow to do every joh. Supervision follows instruction. Bad at titude* grow out of tax supervision. Good attitudes develop where aopervisioa is firm and fair and consistent. Finally, taking people into oar confidence, mitring out oar mutual problems with them, giving them something to do for safety, getting them onto the team, U the ultimate Bad attitudes develop where supervision goal. When we do that we quit worrying is lax and men are never quite sure how about attitudes for safety. The attitudes much they can get away with. Then, when will be OICJA 19 USING AMERICAN STANDARDS IN SAFETY TRAINING . by MINtV a. LAM* safety engineer, American Standards Assn^ New York erty Training can be timptififl by the use of standards. Some people have defined a standard as a solution to a recurring pco^ lent. A standard solution available for iastructors saves him the time and effort of finding a solution of his own, and helps him to get on with the job. la any training program there must first be standard tools, standard processes or procedures for doing the job, and lastly standard procedures for training. Americas Standards are just ooe of many working tools for the instructor. Like any other workman with any other tools, he should know their strengths and their weak nesses. American Standards are agreements reached after discussions and consultations between the representatives of the various national organizations which have an interest in the problem. The best experts in an organization meet with the expats of other national organizations. When these repre sentative* eome to an agreement, it is ap proved as a standard. It, therefore, seems safe to say that an American Standard on any one subject probably represents the best group thinking of the best experts on that particular subject. HOW STANDARD IS DETERMINED One weak point of an American Standard is that too frequently a standard simply states a specification, but docs not tell why this is required, or how the committee came to*this conclusion. There are many situations when the com mittee actually bases its final decision upon long and expensive research oa the subject, but there arc other times when the com mittee just has to use its best judgment in coming to a given figure or value. Whenever a training instructor tdls am employee what he should do^ he should also explain why it is important for him to take that particular actioa. 20 To overcome this difficulty, several Ameri can Standards now include an appendix which provide* a diseatsaea of tbe standard, and sometimes sadudes why a certain value was selected. The latest development an this point is tbe newly approved American Standard Safety Code for the Use Care and Protection of Abrasive Wheels, B7.I-1956. Here an mini/ ocw format was used. The left-hand column printed in bold face type states the specific requirements of the standard. Is the right-hand column oo the same page; appendix and explanatory material in light face type tell why certain provisions were included or give helpful information on how to achieve the objective of the standard. safe practices in standards Much of the American Safety Standards is devoted to specifications for machines and physical conditions. These may not be of too ranch help to the training program. Even from the very t--g5---;~t tx>never, provision has btm made to mdude safe practices la these Americas Standards. A safe practice included in the standard should be considered as important as physical re quirements, and should be specifically stated to determine easily whether or not the safe practice is observed. BT.1-19S6 am Abrasive Wheels. This standard includes special instructions oo handling abrasive wheels. These are fragile and therefore, it is important not to drop them or give other sudden impact. Tins standard also provides for the inspec tion of wheels and instructions concerning their mounting on arbors. For instance, it is important to pick the right wheel for tbe right job. Acridcots have occurred when a slow speed wheel was accidentally mounted on a high speed daft. Needless to say, the wheel exploded. There are also aostnaetkos coo- Wood Products and Textile Industries censing the Sanges and the tightening of the moating nuts. It is surprising bow minor details, such as a sprung Range, can affect the safety of these abrasive wheels. A14J and A14Jt, Safety Codes far Ladders. A14.I concerns portable wood ladders, and A14.2 portable metal ladders. The bulk of these standards is devoted to specifications for the ladders themselves. These specifica tions arc important to decide whether or not a particular ladder is safe, or may now be defective. In addition, each of these standards in cludes a separate section on the use. care and storage of these ladders. They include suggestions on the proper angle for placing straight ladders. For instance; m the metal ladder standard ooe specific recommendation warns against using these ladders in loca tions where the ladder may possibly cone in contact with electric wires. Several American Standards contain pro visions for tainanum age of operators; to protect operators on hazardous machines, and protect other workmen when the actions of the operator might affect other employees, such as in tbe operation of cranes, derricks, hoists, elevators and industrial power trucks. CODES FOR TRUCKS AND MACHINERY BS&J-J9SS, American Standard Safety Code far Industrial Power Trucks. In edition to the qualifications of oper ators just mentioned, this standard includes 35 specific safety rules for operators, and provides a firm foundation for any training program for Industrial track operators, OlJ-1954, American Standard Safety Code for Woodworking Machinery. This standard concerns specifications for guarding woodworking machinery, but Sec tion 7 of this standard is devoted to operat ing rules. For instance, it is important to select a suitable toot or machine for the job. There are certain jobs which are far safer a a band saw than on a circular saw. These operating rules also require the removal of cracked saws. This may not be as Important a problem with saws as it is tn logging operations or other opera tions where some of tbe circular saws may be as much as five or six feet in ifiameter. When one saw costs a large sum of money, it is not practical to discard it as soon as cne crack appears in a single gullet There fore, the standard recommends the correct procedure for repairing cracked saws, and it also discusses the causes of saw cracking and bow to prevent these. PU-1956. American Safety Standard for Pulp and Paper Mills. This safety standard is one of the latest of interest to tbe wood products section. It tndndes safety requirements for piling pulp lojp at the miU to prevat the pile from sliding and to provide the proper clearance for cranes, trains, and equipment so em ployees will not be caught between the cquipmeut and log piles. This standard also indudes four safety rules which could apply to many operations as well as paper mills: !--Wearing safety shoes in handling logs or other heavy equipment; 2---Using cranes with booms near over head electric wires; 3--Providing for life tines and the twomu rule where one employee has to enter a tank, a pit or some other space where it is difficult for the employee to climb out by himself; 4---Providing the lock-out practice for both electric motors and pipe lines where an employee has to craw! inride equipment to dean or repair it. These are just examples of some of the safe practices contained In Americas Safety Standards which should be of real help to instructors in training employees, A. 21 REHABILITATION IN ONTARIO. CANADA by DIL BRUCE H. YOUNG superintendent, Hospital & Rehabilitation Center, Melton, Onb, Canada The aim of our program of treating the man by a team. Tbc needs of any given injured workman is to prevent accidents and individual vary. Consequently the services subsequent disability and loss of skill to in offered by the various representatives of this dustry. To accomplish this, the united effort team will vary, depending upon the individ of legislators, management, labor and medi ual patient requirements. Thus, we provide cine is required. a program that may be fitted adequately and The immensity of the problem is seen in suitably to an individual's needs. the statistics of Ontario, where more than 120,000 work accidents occurred resulting in LADIES GUIDE M&4 more than 70.000 persons being off work for We do no active surgical care at our more than five day*. The answer to this Center. Ours is the care of the patient after problem is sought through the combined effort of the legislators, management, labor and medicine, with legislation interpreted by the initial medical and surgical therapy. The members of our team are staff doctors, oc cupational therapists, physical therapists, re the Workmen's Compensation Board, con medial gymnasts, rehabflitatioa officers, psy sisting of three member*. It is within this chologists, nurses, recreational officer, part framework that we can accomplish some time teacher and an administrative staff to * success in rehabilitation. see that the overall unit functions smoothly I shall discuss our work in cases where as and without delay. In addition; we have the accident has occurred and injured the work various elements of a maintenance staff, man. Our program considers the injured such as cleaners, kitchen and dietary per I person as its key. sonnel, making a total of 225. AIM OP PROGRAM A definition of rehabilitation is "the proc ess of returning an injured workman to a normal and healthy position in his commu nity.*' The basis of our process is rehabili tation, and to be successful it must be con tinuous from the first aid station to the return of the injured workman to suitable and gainful employment In the majority of injuries the patient's own community is where this program should be carried out Consequently, we strive to utilize the com munity's resources in mediciae to their maxi mum. There is a point in the injury when more than^the supervision of a doctor, physical therapist or any other single person is neces sary. There is also a point in the process of the patient's recovery when the patient's belief in himself begins to wane. To deal with this set of circumstances the Ontario Workmen's Compensation Board provides a Hospital and Rehabilitation Center. At this Center are the various skills to accomplish our objective; and to superim pose leadership towards recovery for the Only mate patients are treated at our Center. Therefore, we choose a good per centage of female therapists; since it is my firm belief that we are all notoriously lazy and selfish, and have a natural instinct to exhibit our talents in front of members of the opposite sex. In this way we have an atmosphere which is mid of any militant routine and one m which the necessary element of patient co operation is stimulated. The young ladies on our staff are particularly skilled in the approach to our worianen, and in obtaining a maximum performance under a given set of conditions. . Our program is basically to gain the maxi mum physical performance which a man will do. Any program under any circum stances, is only an observation what a man will do. not what he can da; for none of os really know what we can do in terms of physical output, but we all are aware of what we will do. We will do best only what we want to do (the selfish side of our nature), and in our own time (the lazy side of our being). 22 Wood Products and Textile Industries Certainly the old adage that "you can lead a horse to water, but you can't make him drink" applies is our work. It must be remembered that the son total of this pro gram is the atRGRPHPnr of the individual from start to finish, and this assessment Is only on the basis of what a maa will do, not what he can do. In ascertaining the physical capacity of an individual, we must have the patient's full co-opexatioo. This can only be achieved by gaining his confidence. GAIN MEN'S CONFIDENCE At the outset we attempt to gam the pa tient's eouMaee by a thorough discussion of his problems with a staff doctor. This discussion Is then followed by a complete examination of the injured part. We must remember we are treating an individual, not merely an injured part. Therefore; during this Interview and ex amination we relate the man to his injury. Our patients frequently temazfa dais is the first time they have lad aa opportunity to dbcuis their problems thoroughly with a doctor. This initial period also gives the doctor aa opportunity to imdentaad the patient's problem, and from this a program of active treatment, based on physical func tion, is assigned. There is a saying at our Center that if the man remains with us for four days he will remain willingly until his treatment is completed, because he observes the staff's personal interest as weO as his own oppor tunities for improvement He also talks with fellow patients and they impart to him knowledge that we try to assist him hi get ting better. PHYSICAL THERAPY Just a* is is essential to have the patient's oo-operatioe. It is equally important fa- the patient to see the actual benefit from his treatment. Most of our patients fed the only form of treatment which benefits them is physical therapy. This Is the application of beat to a given part to case discomfort, the use of massage for relaxation and to ease discomfort, the applications of electri cal therapy, or the use of the full length water bath for relaxation. Any one or all of these methods axe in terpreted by the patient as being active and useful treatment These various forms of therapy by easing discomfort, facilitate the next step of the rehabilitative treatment-- functional treatment In this treatment various occupations offer the necessary use of muscle co-ordination to increase strength so the patient will gam confidence is bis own ability and make progress. The use of these methods prepares die man for the work he has to da I try to explain this to my staff by using the analogy of taking a quinine capsule. None of us would take a spoonful of quinine and drink it down with water, even though we knew the results would be benefiaai, because of the extreme bitter taste of quinine. However, in a capsule it is easy to take and we obtain the same beneficial results. So, with the passive forma of treatment, these act as a capsule around the next step --obtaining proper muscle action individually and in a group manner, thereby increasing strength, as well as re-establishing patterns of movement It is in this particular field that our Center has made its unique con tribution. PATIENT SELECTS ACTIVITY We use occupational therapy to develop and re-establish muscle patterns, adapting a craft or activity to a production function. In choosing an activity for the patient, we find if a patient choose* to make a product he or his wife or mother might be interested in, then we have the first evidence of good cooperation. We follow this, with direction by the occupational therapist, into that ac tivity which will produce the most benefit for his injured part. The activities which we use of a lighter nature are arts and crafts, of a moderate nature we use carpentry, handling projects made from wood, and in our heavy program we cute gardening, or simulate or duplicate the nan's activity. For example, if it were a hand case, we may want a fine movement such as a needle and thread activity. However, we go over a list of projects with the patient to find out what he would like to sake for himself, or others. His choice will be guided so that making the article will require proper functional use of his band It win have the interest necessary, because our patient is doing something he wishes to da and he will also be exercising his hand properly, regaining its proper co ordination with other parts of the body. 23 1957 National Safety Congress In this way we have rased lumbermen, miners and construction workers accept light, unrelated activities with enthusiasm. Certainly a few patients are not interested in this project, so we must look further to find what will satisfy their desires and our requirements. It is necessary that the patient understand his activities. CASE HISTORY I like to mention the case of John, hos pitalized at our Center after an amputation of his right arm above the elbow joint. On the first day of his hospitalization, he came to me in my office to say in a very bellig erent manner, "I don't see any reason for staying here at all. That girl in green gave me, if you can imagine it, a ball to throw, end horseshoes to pitch with my left arm.** He said. "I certainly see no reason why I should be required to do this, nor am I going to stay any longer to find out.** After discussing his problem for one hour, he was convinced that although we were goins to fit him with a prosthesis and that the prosthesis would help him m holding and carrying activities, he would have to utilize his minor hand and arm to a greater degree than before. The principle behind having him throw a ball and play horseshoes was the first step in gaining coordination of this part into a new muscle pattern, and gradually finer dolls could be introduced for this previously little used hand. REMEDIAL GYMNASTS This patient was the secretary of a local press plant union, and in a week he became one of our staunchest advocates. One's greatest support comes from the opposition who have been converted, because he has been converted by reason. By the same token, men with shoulder injuries work on looms, working at the level of the shoulder, which requires increasing range and muscle power to hold the arm in its new position, and all the time the arm is exerased in its proper manner. In this stage; to gain muscle power we utilize resistance exercises through the gtddanec of male therapists. These therapists are called "remedial gymnasts.** fa this field we consider the male represents a better leader than the female. Under the ranedbJ gymnasts we also have group exercise ae- tmties graded into classrr. These classes arc organized oo aa anatomical basis, for example, the back cho, J*1*- class, foot class, hip and knee din and rpccal hand class, fa these classes wc hare group morale development which sHamlates the patient Here the patient secs tboae abost him who are much worse off pbyekaDy. It is gener ally true that the more setucly handicapped put forth a greater effort, and, hi truth, shame those less severely handicapped into a greater degree of cooperation and per formance. After a patient says be feds he can go bock to work if so-and-so, who is much worse off than be, can perform the way he docs. He sees oo obvious reason why be should not be able to carry on at his former gainful occupation. MB*. GARDEN. PAINT, PLASTER fa this group of classes we also have aa obstacle course, which is a means of in erasing physical exertion, as well as a tot of friendly competition among our more advanced patient groups. As the patient progresses with bis program, we try to in crease his activities so that he is putting forward an effort as near to the maximum as possible. To do this we utilize a variety of media. We have 12 acres of grass to cut, and purposely do not have power motors. We have our patients with various types of in juries push the lawnroovrer* in groups, aod thereby keep the lawns m shape We have flower gardens prepared, planted and main tained by patients. We point the insides of our buildings, not once, but many times by patients who are painters by trade, or re quire shoulder activity oa their particular job. By graduating these activities the pa tient gains confidence in his ability to hankie his own work. WORK ON BOXCARS We have the shortest railway in Canada, which is frequently raised and lowered by injured railway personnel. For the plasterer, we have m area of wall which is continually being plastered to test the man's skxl] in plastering; for the bricklayer we use the bricks of his trade and allow him to re establish the fact that he can bend, if he is a bade case, or Bft and Handle bricks, if he is as arm or shoulder ease. 24 fVood Products and Textile Industries He may also carry the hod to gain con fidence in ladder climbing. We also have piovidcd a boxcar for those railway men who have to climb and walk, and otherwise handle a boxcar. AU these activities are used on a graduated basts to regain the conditioning of die workman for his previous occupation. If a medical or surgical consultant is re quired on case, we refer these men to spe cialists. fa our particular area we utilise the staff of the University of Toronto to assist us in sorting out the difficult problems regarding treatment. One year ago we acquired the services of two highly skilled psychologists to evaluate a man's potential for work to give aptitude tests to those who must change occupations, and assist us in counselling patients who are not respoctfing to the program. We represent as large a psychological unit as there is in this type of work, because our program stimulates psychological health. A question commonly asked us is, "Do you have oot-patioits at your Center ?" The answer is, "We do not" We can better rehabilitate the patient if be remains for the entire treatment day. By doing this we can control his daily routine. In addition, we provide him with recrea tional facilities during the off hours and evenings. A patient who takes our program i required to niiH reasonable habit as far as work hours are concerned. He is up at 7 JO am. for breakfast at 8:00, and commences his daily six hour program by 8 JO pm. WALK 2-1 MILES DAILX Every patient is required to walk a mini mum of two to three miles a day. Actually most of our staff cover the same distance. This is true without any other treatment consideration--about five to 10 times the distance be would walk while at home. There are no places nearby to obtain food other than that provided at the Center. Consequently, our patients are reasonably prompt at mol hours, and this keeps them in touch with the type of control most are accustomed to in industry. The program is oa a timetable basis, which requires their attendance--and their attendance is checked. This, =ga" is supervision comparable to that in industry. When the patient is sufficiently improved to- return to employment, we arrange his discharge from the Center. Approximately 80 per cent of our patients return immedi ately on discharge. This is arranged through our industrial pUceaent officers during the patient's stay at the Center. They contact the patient's employer and try to give him aa idea when the man will be available for work. From the medical side, the original attending doctor is informed by a full med ical report on his particular patient every two weeks. Ho matter what type of program is set up. we cannot really duplicate all aspects of a man's occupation, and therefore, return to work icptacnts the fourth stage in the man s recovery. THE REAL TEST The fourth stage means returning to old friends, to areas where bis skill was used before, but where he tests his real ability in competition, and must not only co-operate, but oo operate and produce at the same time. This is an added factor which is most difficult to duplicate. We, therefore, ok ear employers to con sider this fact, and many patients receive some form of work modification. The dura tion of the modification ones with the individual case. The employer* in our province assume a moral obligation in the vast majority of cases to take bade their injured workmen. This is a purely moral obligation, because no employer is,- by law, forced to accept a workman after injury. We feel that those who do not return to work represent the failure from the Center, even though they may have recovered sufficiently to become iadepeident. We like to feet that there is a place back in industry, since each of these men came from industry. We do not want to see a scrap pile of broken, unproductive bodies, which represents people whose whole aim in life has bees shattered by an industrial accident. However, some end this way despite all our efforts. The greatest contribution to lessening serious industrial disablement is preventing the accident which boa caused the disable ment If it doc* occur, however, I have 25 1957 Notional Safety Congrtss described a program of activity fed by a team of dedicated people, from the sweeper to the doctor, whose only iaterest is locating a solid road to recovery for the Injured workman. We do our utmost to abolish disability which can be abolisbed by treatment But if this Is impossible we then assist the patient in accepting his disability, and attempt to motivate him to come out with an accepted disability with which he will meet his future ia the industrial------tJ A SAFETY TRAINING FOR FIRE PROTECTION FORESTERS by JOHN F. SHANKUN rfff .uiit.nt, U. S. Dept of Interior, Wellington, 0. C An official report transmitted by the Bureau of Land Management to the Sec retary said of the bad fire situation which existed in Alaska this past summer: MAs a result of a combination of factors, the Bureau of Land Management is expe riencing a serious fire situation In Alaska. The driest year in the interior since 1906, coupled with the normal difficulties of vast areas, isolation and rough terrain has created a "bust" fire suppression condi tion. To combat this situation the Bureau has expended Emergency Fire Funds at a rate of 15 to 20 thousand dollars per day during the month of June. Such ex penditures are continuing this current fis cal year and will probably continue through July unless normal rainfall oc curs. "Approximately 400 fire fighters have been mobilized and dispatched to going fires, 12 supervisory personnel were drawn from Area 1, Portland, for assistance in directing fire fighting during June, and 12 replacements hare bees obtained from Area 2 at Salt Lake and Area 3 at Den ver for similar aid during July. Extra tools and equipment have been purchased through GSA at Seattle and flown to Fairbanks. Is addition to the six BLU owned and operated aircraft, light planes and helicopters have been chartered from private sources. The military forces have provided excellent cooperation on an emergency basis by providing helicopters and manpower. In addition, the military 26 has assisted the logistic situation by fly ing gasoline and other supplies into air strips being used as fire operations bases. ' THIS FUSS DAILY "An average of three or four n* . Pres has been and is being reported da 'y. Moit of tbc fires are lightning caused and appear to have started high on the ridges in spruce timber. During the initial period of the fire fighting season simultaneous lightning fires at great eSsmaces apart forced tbc Buob --r fly *o its full fire fighting rrnoiiu to its pfcysi cal limit. Goatinned dry weather, increas ing boors of diylrglu. and exhaustion of manpower soon created a lag in the num ber of fires reported and the number upon which Initial action could be Mlf*" "To meet this continuing demand, the Area Fire Control Office* was forced to establish areas of priority within which initial action could be taken consistent with existing transportation and commu nication facilities. Manpower has cot been the critical item. Once a fire crew was committed to action on any one fire, ad ditional demand immediately developed for the air transportation of relief man power, additional tools and supplies. The air transportation of these Hems thus be came the limiting factor. "Action on all new fires occurring out side of the limits of air service had to be postponed or ruled out. It is for this rea son there has been aa average of approxi- Wood Products and Textile Industries mately 40 fires burning daily with about half of them being manned. Complete control action without rainfall on fires in excess of 40,000 acres appeared to be physically impossible. By July 1 an in creasing smoke pail from the several large fires is excess of this acreage had made aerial reconnaissance and regular fire line service practically impossible in some areas," During that period contact was lost with fire fighters for as long as three days at a time, due to the tremendous volume of smoke. Difficulty was experienced in dropping food supplies and additional fire fighting equipment. More than five million acres were burned over. The tremendous and hazardous operation to bring these fires under control has a direct relation ship to the training in safety instituted, by the Department of the Interior. To understand the problems confront ing the Department in its safety training program as related to the forest resources administered by the Department requires first, as understanding of our responsibili- "*** EXTENT OF RBFONSIIIUTY The Department of the Interior has a total of approximately 57 million acres of forest and woodland in the continental Carted States. In Alaska it is responsible foe souse 125 million acres of forest and woodlaad. including 40 million acres cov ered by ontsn timber and 85 million acres of woodland most of which has beets devastated by fire and in various stages of natural revegetation. There is an additional 225 million acres of range, marsh and timber requiring protection. The annual utilization of timber from forests administered by the Department has bees averaging approximately 1>4 bil lion board feet in volume and with a value of oearty 25 million dollars. The average number of fires for the past 10 years has bees slightly less than 2400 and our aver age fire loss for the past 10 yean has been slightly more than one million acres. Four Bureaus of this Department are concerned with land management and especially with forest administration; the Bureau of Land Management, the Bureau of Indian Affairs, the Bureau of Sport Fisheries and Wildlife and the National Park Service. Wide differences exist be tween these Bureaus as to their basic ob jectives. The National Park Service administers approximately six million acres of forest lands in the States and approximately one-half millioa acres in the Territories of Alaska and Hawaii The obectivcs of management are primarily to maintain the forests as nearly as possible in their nat ural undisturbed condition. These forests are cherished for their aesthetic and sci entific values. Portions of them are heav ily used for recreation. CARES FOR WILD UFt The basic problem of management is to devise ways and means of handling the increased visitor load to the parks safely and at the same time conserve the forests is their natural state. A total of 55 mil lion people visited our national parks and monuments ia the calendar year 1956. . The Bureau of Sport Fisheries and Wildlife administers about H millioa acres of forest lands of which million acres are considered as commercial for ests. The timber lands found on the na tional wildlife refuges are managed to demonstrate practical meant of develop ing and t**wiMg optimum game popu lations, to produce removable surplus wildlife species for restoration projects undertaken by other Federal and state agencies, to determine the practicability of research findings in the management of forest habitat, to explore means of managing wildlife population, for removal of animal increment through regulated public bunting and, consistent with these objectives and in accordance with sound forest management practices, to obtain the maximum timber yield and return from the refuge forests. OPERATED FOR INDIANS The Indian forests, of which 6J4 millioa acres are considered commercial, have the distinction of being managed under the first Federal legislation in the United States in which the practice of sustained yield management was definitely pre scribed. The management of the Indian forests is directed towards the same ob jectives sought in the managament of a public forest. However, there are certain 27 1957 Nation*! Safety Congress fundamental difficulties which sit* rise to radically different management prob lems. Indian lands are private property held hi trust for the Indians by the United States. A', such, the timber resources must be managed for the best benefit of the Indian owners. Moreover, by reason of the fact that the Indian forest property is so closely interrelated with the welfare of the Indians themselves, forest man agement plans must recognize the gen eral Indian problem and be coordinated with the whole program of social and economic betterment for the Indians. This necessitates a far greater flexibility in long-term forest management plans is ordinarily required or considered ideal from a purely technical viewpoint. Generally speaking, the first objective of Indian forest land management is to obtain high level timber production. The second is to obtain for the Indian owners the highest possible income not- only through the sale of stumpage but also t' rough tfae direct employment of In' ans. The fewest lands administered by the rarcau of Land Management fall into hree major categories. The first, the re vested Oregon and California mSroad grant lands and reeonveyed Coos Bay Wagon Road grant lands in western Ore gon. commonly referred to as the OlcC lands. Second, the public domain forest lands in the continental United States, and third, the public domain forest lands in the Territory of Alaska. TOP AMERICAN FORESTS Forestry on the O Sc C lands presents one of the most challenging problems in American timber management. On these lands are some of the finest stands of original timber left In this country. Their Ctonomie and social Importance both lo cally and nationally places them in the front rank of American forests. In ac cordance with basic legislation, it is the policy of the Department to restrict cut ting timber on these lands to their sus tained-yield capabilities. It is the policy of the Department to direct alt timber cutting operations under approved rules of forest practice. More over, it is the policy of the Department that these rules of forest practice shall be established only after full consultation with a local advisory board consisting of citizens of the State of Oregon who rep resent the lumber industry, the forestry college, conservation associations, labor unions, grazing mining and agriculture. The management objectives for the ap proximately three million acres of com mercial public domain timber in the West are much the same as for the O fir C lands. However, these plans are subject to the establishment of policy determina tions as to whether the lands should be retained under the jurisdiction of the Federal Government or should be dis posed of to public agencies, private citi zens or corporations. In addition to these commercial timber lands there arc 25 million acres of wood lands 0*3 the public domain, These are found chiefly within the grazing districts and are of considerable importance locally as a source of fence posts and related ma terial for use by tfae range industry. The management of these lands is definitely keyed to the objectives sought in the man agement of the range lands. R* SAFETY MAJOR PROBLEM In the Territory of Alaska a major problem confronts the Department in de termining proper management for the tre mendous extensive areas of forest and woodlands. To date the objective has been (o provide something approaching adequacy of protection from fire. This has not been entirely achieved, as refer ence to my opening statement in this paper wilt show. But the future appears to be much brighter dee to a better un derstanding by the citizens of Alaska of the need to exclude fire front the Terri tory. To relate safety training for fire fight ers to the fire situation referred to in the Opening paragraphs of this paper, let us look at exactly bow the Bureau of Land Management provides safety training. The Bureau at the present time docs not have either a safety TM"i or any specific safety kutractioas issued solely for training in safety with respect to forest management. General instructions per 28 Wood Products and Textile Industries taining (o the entire work of the Bureau have been prepared by several of their field offices. All field areas use safety ma terial issued by other agencies. Federal, state and private. The Bureau docs not have a safety com mittee functioning at its national level, but each of its major regional offices has a functioning committee. None of these regional, or area offices as they are termed by that Bureau, nor any of its state offices have made any special safety studies in the field of timber management, and no analyses have been made of acci dents occurring in the timber manage ment field alone. TRAINING SESSIONS However, each year training sessions arc held for fire control and timber cruis ing. Such programs always include train ing in first aid *nd safety. The Bureau has approximately 300 per manent foresters and 60 temporary for esters. It operated during the past year 18 fire training schools at which approxi mately 250 employees were present. It also operated fire timber cruising schools at which approximately luO employees were present. Furthermore, 24 Bureau employees attended some six training schools supervised by other agencies. All employee* are required to follow certain safety practices including those employees concerned with forest man agement. These safety practices include: 1. Equipping all of the Government vehicles with fire extinguishers and first aid Idtt. 2. All fire fighters are being equipped with hard bats as rapidly as sufficient funds are made available. 3. On all project fires a first aid sta tion is manned by qualified first aid at tendants. 4. All employees are encouraged to take the essential courses in first aid. 5. It is general practice not to permit single persons to work in an isolated area. Two or more are always assigned. 6k Radio communications are being in stalled as a safety measure in fire control. As examples of the exact safety pro gram, two states will be described quite comprehensively. IDAHO SAFETY PROGRAM The Bureau's program in Idaho is fairly well organized. It so happens that the Area Fire Control Officer is also the chairman of the safety committee. Ac cordingly, he also handles the safety pro grams at the fire training schools. All Bureau vehicles in this state are equipped with a safety packet which includes a first aid Jdt and instructions for first aid treatment together with the necessary forms required for accident reporting. All grazing districts ia this state are equipped with a very high frequency radio communications network. A base station is located at strategic high points to in sure communications to mobile units op erating in other parts of the state. From a safety viewpoint, radio communications are very necessary. Second, the Territory of Alaska. In Alaska, as we have already indicated, spe cial problems confront the Bureau in safety training. In Alaska, two foresters serve on the Territorial Safety committee. All permanent and temporary foresters and temporary fire guards are required to take first aid (riming. This training includes instructions on survival in the Arctic. To insure the safety of employees working on fires, cruising timber or on routine inspection, it is mandatory that the crews consist of two or more. USE CHECK-OFF LIST In order to insure the safety of all em ployees involved in air operations in con nection with 'the fire control and timber sale programs of the Bureau, the Civil Aeronautics regulations are followed ex plicitly. This Includes the use of a printed ehek-off list before each takeoff. The Bureau has developed picnic areas along the highways in Alaska especially at those points where the highways either cross streams or are close to lakes. This was done essentially as s fire hazard re duction measure. Campers, picnickers and travellers who stopped along the high ways to cook a meal usually found heavy debris and deep organic material. To clear out a place for cooking or wanning fire was quite discouraging. Many times fires were built oo wet organic material that was in some cases mistaken for 29 193? National Safety Congress mineral soiL Many fires hare originated froca each a atuition. However, with the development of over 30 picnic areas by the Boreas, the modest of man-caused fires alone the highways was measurably reduced. Comparable training is gives is the Boreas of Indian Affairs. However, there is a very interesting development in the field of fire safety training which involves the Indians under the administration of this Department. We have what Is called the Red Hat Program is which several hundred Indians from the Sootheastern states are annually trained. These Indians, it has been found, the finest fire fighters of any penomd in the United States, and tbetr services arc utilized by all forest fire services both in this De partment and in the Department of Agri culture as well as by state agencies. VOW ACdDBJT RATI This training program, initiated by the Bureau of Indian Affairs, includes train ing by the Forest Service and the Na tional Park Service. The training afforded these Indians has eertaaly paid off well, not only in bringing fires under control but in taking care of themselves while on fire lines with the least possible record of accidents of any group of forest fire fighters commonly used is this program. The isolated nature of the installations maintained by the Bureau of Indian Af fairs on each luge reservation presents serious problems in protection and safety training. Many of the reservation agen cies are in close proximity to extensive areas of forested land. The protection and training of thou sands of Indian children who attend res ervation schools in programs designed for their safety are of special concern. Fijc hazards are high because the agency buildings are generally old- Con sequently the wiring and heating systems are often inadequate by present day stand ards. Occupational hazards are ever pres ent in the numerous garages and other service shops where power tools are in use. la recognition of its special problems the Bureau has a stStty committee func tioning at the national level. Similar com* nittm function at the Aren and Agency levels. In all, there are over 100 safety committees. A Safety Director h* been appointed to bead up the program. Two safety engineers were hired within the year to provide guidance and impetus to it. NATIONAL SAFETY COMMITTEE The enthusiasm created in all ranks of personnel by these developments is the safety field Insures that this program will take its rightful place among all the others carried on by this Bureau. The safety training of fire control personnel should benefit under the skilled direction now available. Finally, let us look at a problem in safety training which is allied with our management work. Recreation is consid ered one of tbc multiple uses within the over-all forest management programs of most land managing agencies. For ex ample, more than 55 millioa visits were nude to the national parks and monu ments last year, and while these visitors are on Department lands every effort is made to insure that the visit includes a safe experience. SAFETY FOR VISITORS Here are some of the activities in health and accident prevention which are applied to visitor activities and also to employees as general by the National Park Service. In order to insure visitor health, many types of actions are required including: a. Provision for potable water. b. Provision for sanitary rest rooms. e. Provision for adequate garbage disposal and camp ground cleanli ness. d. Provision for first aid facilities. e. Provision for inspections of eating and lodging facilities in order to Insure adequate sanitation. f. Provision for hospitalization and medical care. g. Periodic inspections of bathing and swimming facilities. ft. Elimination of noxious plants and animals In public " areas. 30 Wood Products md TejftOe Industries Many things are done for the safety of vistors. Highway safety practices are in cluded in the design, construction and maintenance of park roads. Hazardous trees such as leaning or dead trees are removed front the public use areas and road sides. Elevators, used principally in those parks with caves, are regularly in spected. AU structures within the National Park System are given regnlar periodic fire hazard "fr****""^ Fire control facilities for all structures ant available and build ing fire brigades trained in structural fire control. The Service maintains regulation and inspection of all mountain climbing activities. It maintarns regulation and in spection of many water activities. It in spects ski Efts and tows and provides for safe practices toe winter use activities. The Service trams and provides life guards. patrols and rescue teams. It provides for safe walking surfaces, inrinding band rails and guard rails at hazardous points within the parts. It pro vides, boardwalks in the thermal areas and enforces all visitor activities pertain ing to enjoyment of bear and deer. The Service insists that safety features be fol lowed in the designs of new public use structures. It also has regulations for the installation of automatic sprinklers in multiple story hotels. EMPLOYES NtOCBHJRSS As employee safety has a direct rela tion to visitor safety, tbe National Park Service has developed many specific gen eral employee safety procedures. It has safety committees at all field and regional levels and follows the dictates of the De partment requiring Government drivers* licenses. It provides orientation training and onthe-job training for employees, including training la safe practices. Alt employees' quarters and working structure* have regular periodic structural fire hazard in spections. First aid training is required of all protection personnel. It requires training of all personnel involved in structural fire control, water activity pro tection, and alt mountain and winter sports personnel. Tbs Bureau of Sport Fisheries and Wildlife has an over-all safety program which applies to the management of Its forest resources as well as all other ac tivities. The program is based on tbe Bu reau's safety policy which, is essence, states that safety is an integral part of every task. No job is so important or no service so urgent that suffriest time can not be taken to perform them safely. Each employee is directed to give safety the same serious thought and con sideration that he gives other phase* of his work. The rales for safe operation of motor vehicles and certain other equip ment and toots as well as safety in con struction work are set forth in a Safety Requirements Handbook and other in structions. EQUIPMENT STANDARDS The Branch of Engineering is responsi ble for the establishment of standards in respect to the acquisition, operation, main tenance and review of operating methods for all equipment from the standpoint of job adaptability and safety, industrial safety, fire prevention, public and em ployee safety and provides technical as sistance to the regional safety committees in evaluating tbe causes of accidents and wwlriny recommendations for remedial ac tions. Each Regional Office has a safety board and a fire board responsible to the Re gional Director for program development, directed toward improving safety condi tions and reducing fire losses. The fire board is specifically directed to assist the Regional Director la determining respon sibilities, developing programs to prevent fire losses and in improving fire pre suppression and suppression. The National Wildlife Refuges and Fish Hatcheries hold monthly safety meetings and on-the-job training in their respective work activities, including timber manage ment and fire suppression. Periodic fire inspections arc made oa all buildings and facilities. Over-all safety inspections are required of Regional Supervisors on each visit Public education and active partidpatioa in fire pre-suppression and suppres sion are sponsored in those areas of high 31 1957 tfatimet Safety Congress fir* hazard and extensive public utilize* tkm. RacUo comirniniotioa facilities ere used extensively a tJbc National Wildlife Refuses to facilitate patrol and for di recting fire fighting activities. Controlled burning is practiced as a means of wild* life management and to reduce fire haz* ards is certain areas. Slash disposal and other fire safety requirements are writ* ten into timber cropping contracts. Each National Wildlife Refuge and Fish Hatch ery has a fire plan appropriate to its problems. The Department provides for safe working conditions for employees and where functions are hazardoos, provides the necessary training to alert employees how to handle themselves safely.^ HOW TO SET UP AH INDUSTRY SAFETY TRAINING CONFERENCE ky W. C. CHIU. safety director. North Carotin* Dept, of Labor, Raleigh, N. C Safety framing is ooe of the greatest needs in accident prevention work. While this need is generally recognized, very little has bee. done on an industry basis to pro* mote safety training. One idea used suc cessfully by one section of tb* National Safety Council is to use the conference method to promote safety training. The leader* of the fertilizer section of the National Safety Council promote safety training for the fertilizer industry. They believed that the need for safety training wa5 so great that a special committee was set up to promote safety training. The committee farther fdt the greatest need was oo the supervisory level, and there* lore, set op the Supervisory Training com* mittce. This committee, with the fall as sistance of the entire fertilizer section has conducted two successful industry safety training conferences. > MUST TRAIN SUPERVISORS The first objective in setting up an in* dustry safety training conference is to sell the industry on the idea. Tn the fertilizer section, the selling Job started with the en tire executive committee of tit* section. The proposals of the Supervisory Training com* mittce were explained, and suggestions were received at a regular executive committee meeting. After complete plans were ap proved, the executive committee waa asked to endorse the plans, sad give full coopera tion. Seeming tins cooperation was probably the most important step in assuring the suc cess of the safety training conferences. The great need for safety training in the fertilizer industry is o* the supervisory fevel. as is true m the wood products section and the pulp and paper section. Once the level of th* conference was established, emphasis was placed on malting the conference as practicable as possible. With these ideas mind, it was decided the conference should be ia the form of a training coon*--more of a school than a soda! get-together. Th* getmal idea for the meeting waa to instruct fertiliser industry supervisors Sa the latest techniques of accident prevention and to tram them in setting up their own plant safety' programs. The importance of a supervisor in a plant safety program and th* way* he mid reach the worker was stressed throughout the program. The topics on supervisory safety training included "Safety and the Foreman." "Know Yoor Aeddcnt' Problem." **Tbe Human Element," and "Safety Education and Traintag.** Betides the topic of supervisory training, basic subjects in a pbat safety program were presented. These Included "Safety Organization." "Materials T^wwwg and Storage," and "Housekeeping-" Wood Predicts and Textile Industrie* A apodal session on "Practical Problems in Sspu rimry Safety Training" was held to allow aS partsdpwsta to take part in so open discussion. before th* mode demonstration, and sum marized th* safety committee's part in a plant safety program after the mock demon stration. The conrse was based on the needs of the industry and followed the suggestions in the National Safety Council's Supervisory Safety Training Manual. hi fact, this was ooe of the two textbooks used for the course. The other was the Safety Subjects, revised l956t U* S. Department of Labor. The agenda for the meeting was planned so that a wide variety of methods of safety training oould be used. The straight lecture was wed only in cocnbsastioa with tone Th* instructor* for the safety training course were selected to give variety to the mstony A college professor presented the basic Idea* of trusting; and an industrial safety engineer with teaching experience gave tii basic ideas on accident prevention. Discussion leaders from th* industry were selected to give prestige and guidance for the meeting. The idra of balance, as well as variety, was stressed throughout Tb* accepted basic method* of presenta other- method. DISCUSS MAJOR HAZARDS tion were used, including some from our visual aids. In every unit one of th* best received visual aids material was the new A most important part of the two day program was a planned group dbassrioa on major hazards in fertilizer plants. Each student was asked to designate on a card the group discussion section he wished to attend. Assignments were made on the basis of these requests and cadi National Safety Council series of training films, "Safety and th* Foreman." This series is recommended for any safety train ing course. The committee went to great lengths to plan details for the meeting. Besides the usual name badges, banquet and local news rindtnt attended one of the three group meetings where the leaders presented the prohlans and lead an open rffocmrinri, At the end of ooe hour the groups met together and a designated person reported for each paper publicity, two or three differat ideas wer* successfully used for instruction. At the sud-momiag and mid-afternoon breaks, cokes were provided saving time and offer ing an opportunity for fellowship. In addi of die groups. The latoa participate* plan was used h the "The Aectdstt PnMtn* presentation. Each wads* received a series of 12 qocs* tion, aS participants were given an oppor tunity to meet with one of th* industrial leader* for an individual conference, on their specific problems. tiens to answer. At the end of the period The two conferences were attended by 94 the instructor gave the correct answers. The people pn"--u{ag 56 plants. Each partici questions coveted baric information on the pant received the basic ideas of safety train accident problem m die fertilizer industry. ing and instructions and materials to set up The atfoce participation method was also used in the presentation of the topic on "Plant Inspection." Each student was given a Sow dart showing the steps in the open* tiaras of a dry plant and asked to mention hazards with winch they were fa* fuslxar. The instructor then summarized a safety training program for their individ ual company or plant. Other regional con ferences arc being planned for the fertilizer committee. The executive committee of this seetieo has completed a successful project and has done much on an industry wide basis for the cause of accident prevention. Ekety hazard* for tb important fertiliser I believe the following conclusions will plant operations. be of interest and benefit to all engaged in MOCK SAKir MEETING A aaock safety meeting was used as oee form of pend discussion. The instructor* acting as member* of a plant safety com* mittce actually conducted a plant safety "ww.iig- The instructor briefly gave the ftadamcatal ideas of a safety committee industrial safety, # Thera is a real need tor supervisory safety training ia the fertilizer industry as wed as the wood products and pulp and paper industry. Tb* industry recognize* the need for supervisory training and will send plant 33 193? National Safety Congress representative* to a regional safety training conference Full cooperation of the National Safety Council, state agencies, and safety leaders can be obtained for conducting supervisory safety programs. The fertiliser section of the National Safety Council Is comparatively new. The wood products section, and the pulp and paper section are not only much older, but are larger and more influential. It is a real challenge to you as individuals and repre sentatives of your section to do something about the oecd for safety training in your industry. If you want to nuke a lasting contribution to the cause of aeddent pre vention in your industry, urge the executive committee of your section to start immediate plans for safety training.^ PROMOTING WOODS SAFETY by J. KIMNETH KARCE professor of Logging Engineering, College of Forestry, University of Washington, Seattle, Wash, In considering what I. an amateur in safety, could say to yon professional safety men who represent firms with ex cellent safety programs and award-win ning safety records, my thoughts wan dered back to my laboring days in the woods. Thirty-seven years ago I was hired as a third rigger on a Lidgerwood skidder out of Union Mills, Washington, now a ghost town. Z had worked on ground lead and high-lead yarding crews but had no experience with skylines. My first morning on the Job the bead rigger handed sledge hammers to me and another great young third rigger and told us to go knock the tail hold on the skyline loose. That was all the instruction we received. We proceeded to the back end where the one and one-half inch diameter wire rope skyline was wrapped around a stump and fastened with rail road spikes. One thousand feet of skyline was suspended 100 feet in the air between head, tree and tail tree shoes. SAFETY ORIENTATION The surplus length of the skyline lay stretched out on the ground to one side of the stump. We started knocking out spikes, and soon the skyline started to run. The wraps sizzled and smoked around the stump and the loose end Hailed around like a snake. How we got out of there alive I don't know. U That incident typifies the let him learn the hard way like l did" attitude toward the green hand coming into a togging camp in those days. No one told him how to do the job safely. Great progress has been made in woods safety since those days. la the operations today safety goes hand-in-hand with production and safetyminded foremen keep a watchful eye on the training of the green band. But arc yon doing all that could be done to pro mote safety at the time the worker is most receptive, most eager to learn? This time is when a young man first comes to work in the woods, or in yonr operation. Many of my senior logging engineering students have worked one or more sum mers m logging labor jobs. Some have worked for companies with outstanding safety records. When l asked the students what orientation or safety training they received, all replied that they started right to work with the whistle the morning they reported. Any orientation they re ceived came from their immediate super visor. They felt tt was just luck if they started nnder a helpful, safety-minded supervisor. (Of course it was good management, but they did not realize it at the time, and no one told them this was part of the safety program.) The concensus of the students said that the weakest part of the safety and labor-relations program of the Wood Products end Textile Industrie* employer was bow they were handled when they first went to work in the woods. Some executives in the Fatific North west logging industry have felt concern that young men from communities which traditionally furnished woods labor are going instead to aircraft and other indus tries. One deterroit to recruiting the ac tive. intelligent young men is the accident record of the logging industry, well known in woods communities. ACCIDENTS DISCOURAGE 'WORKERS Not so well known is the fact that log ging accident statistics show the highest my own ideas, as an ex-logger, foreman and superintendent. 1. Orientation Session. The first morning they reported the new men would be brought together for an orientation ses sion, The Logging Superintendent would tell them of management's interest in safety and other company policies. An organization chart of the operation and authority might be shown. Opportunities for advancement in jobs with the development of sltilU and learn ing by experience would be explained. The timekeeper would explain pay periods and procedure; deduction* and Insurance plans. The forester or fire warden would accident frequency rate amoag the young emphasize the importance of fire preven est age class and the group with the least tion and the organization for fire-fighting, number of months experience. Efforts are since every man la the woods is a po being made through Junior Logging Con gresses. vocational talks to high schools, and industry films, to attract young men to the logging industry. A good safety record could be a potent recruiting aid. tential fire-fighter. 2. Safety Education Session. Following the orientation session, the safety supervisor would take over, and tell them of the safety program, first aid facilities and the The book "Safety Subjects" published training program. Safety training films by the Bureau of Labor Standards, U. S. are available from the various Loggers Department of Labor, used as a textbook Associations, the American Putpwood As in my class "Safety Practices iu Forest sociation. State Safety Departments and Industries," makes a distinction between the National Safety Council. safety education and safety training. Edu cation is defined as broadening of knowl edge and understanding; training as the development of skill in performance. Safety training is nsually competently handled by the safety-minded supervisor. But what about the safety education, par ticularly of the new employee? Is this a weak link in the chain of woods safety promotion? University authorities have found it worth while to take the first one. two or even three days at the start of the new academic year for the orientation of the freshman and other new students. If col lege students need orientation, is the man in the same age group entering industry any less in the need of orientation? REPETITION VALUAK1 Booklets or cards covering job safety instructions would be issued and dis cussed. The value of repetition cannot be over-emphasized. Even college students can learn only by the repetition of read ing the textbook, taking notes . n the lec ture, and writing the examination. Ample opportunity and encouragement to ask questions should be given. Time for private talks with the personnel man should be made available for men who have a question or problem they do uot want to voice in the group sessions. J, Observation. Opioion among my stu dents was divided as to how the first afternoon should be spent Some thought SAFETY EDUCATION PROGRAM The following program of orientation, and initiation of safety education, is sug gested for groups of new employees of large operations. It embodies suggestions from students as to what they would hare liked to hare had when they first started to work in the woods, as well as that a tour of the whole operation, and observation of the various operations, such as yarding and loading, felling and bucking, road construction, and the shop to give the whole picture, would be help fuL Others thought that the s'- loon might be better spent by observing the particular activity or job in which they 35 1957 National Safety Congress are to work, in company with their fore* man, who would point out the safe and efficient way to do the job. The foregoing orientation and safety education program is obviously not sug gested for boomers or drifters who will hit the road with their first paycheck. Rather it is intended for the "home guards'* who can be expected to stay on the job long enough to justify the time and money expended on them. It would be followed up at intervals with evening safety education sessions, using audio visual aids. Since the average 20 to 24 --a--< teaches more lemons than can be ab sorbed, combining the running and re running of short sections of a training film with the disenssioa-eoaferenen tech nique. is advocated. As an example, the Rang Motion Picture Company of Scattic reproduces the sound-color film "Hauling Logs" which they made for the British Columbia. Pacific Northwest and Red wood Loggers Associations, in six fourminute sections- They publish a film guide of questions and answers for each section and a "Conference Leaders* Manual** to accompany the films. The small operation, or the one to which new men come singly, presents more of a problem. However the same ob jectives of orientation and safety educa tion. accomplished by individual discus sion. rather than group sessions, would improve labor relations and promote woods safety. This is only a preliminary to the most important on-the-job safety training under a safety-minded Super visor.^- 36 TEXTILE SECTION TRIAL BY SURVIVAL <A Skit) WITNESS NO. 1 Q. Namef A. Don Msynor. . Q. Do yea work Gullyfumpcr iftllf A. No, X was fired. Q. Why were you firedt A. 1 had an accident Q. What wot your jobt A Baler tn doth room. Q. Whom did the accident hePPent A Last Wednesday. <2. Hew did it happemf A Tells about faffing a ctl slide, etc Q. How long had it hem Utsref A Ever since I started work, Q. Why didn't you wife it apt A Nobody ever told me to. Q. Didn't your ttvomd hmtd ever loti yon to dra off A No, only to keep it off the doth. Q. Don't you know ttwt good housekeeping is the fwst taw of safetyt A No. Q. Weren't you instructed in safety when you come to wmrkf A No. Nobody ever said anything to toe. Q. Wasn't your joh exptainedt A Yet sir l Q. Wasn't safety aiso exptaintdt A. No. Q. Don't the inspection committee report things tike oil on the fioort A. We don't have any that 1 know of. Q. Are you really kurit A Yes sir, I knocked one of those little things, etc Q. Who sow you faiir A Nobody--I guess. (2.. Did you report it to your second handf A. No, The boys told me I'd get fired if I did. Q. Did you see a doctort A Yes sir. Q. Wheat A That night. I got to hurting, etc Q. Does it still hurt? A Yes sir. Q. Whtref A. Right here. 1 have to walk all bent over tike this. (JUDGE: "How did you walk before the aeddem?" Defendant illustrates--cocky walk across stage sod back. JUDGE: "'That will be ail.*') O. Who is your second hand? A Mr. Ed Dicker!. Q. Who was the doctort A Dr. Cunua Q, Sham me ogam how you have to walk since you got hurt. PROSECUTOR: "Your honor--I'd like to call Dr. Cotton in order to deter mine if tins man is rally hurt I dunk he is sHagermg** WITNESS NO. 2 After being sworn tn: O. Sow, doctor, give the court ; w full name. A Gladly sir. Doctor 1. Cuttem, M.D., Ph.D,, BVD. Q. Dr. Cuttem, what do those degrees mean and where did you get theml A Well, sir, the M.D. and Pti.D. I got from medical college and the BVD 1 got from Scars Roebuck. Q. Doctor, are you what is commonly called a bone doctort A. Yes, yoo might say Z am a bone doctor. In fact I worked my way through col lege with bones (pulls out some dice and rattles--try to work up a game). (Prosecutor and Doctor get on knees-- Judge breaks it up.) 37 1957 National Safety Congress Q. But, doctor, did you study about tha human hottest A Ob yes, l kaowr all about then things. Q. .Veer sstl] yen tell the jury sthat yen know of the injury of Don Uoynort He says you^treated him after he got hurt down of the Gullyjumper ifiU. A Yes. this young fellow come to my house and woke me up about 3 o'clock in the morning the other day and wasted me to treat him--said he got hurt Well, after I bad time to get a credit rating on him, got him to sign over his car to me, promised me his Christmas Savings at the Mill, just a precautionary measure or two, 1 derided to look at him--and BOY what a sight--vrhat a wreck--this fellow must have been hit by a train t Q. Doctor, can you tell us exactly what is wrong with him? A. Oh sure, but 1*11 have to call in my partner for a demonstration, my silent partner. (Pull out skeleton.) (Go through a routine with Ralph holding skeleton for me--using let ms also us ing song, "Dry Bones'*). Finally get ting around to the back and bringing out that the injured has a dislocated intertube in his sacroeraekerjadc. 0- Doctor, is this serious? .A Tell about ooe out of ten gets along fine and this fellow has a good chance ince my last nine patients died. 0- Doctor, after getting this man to give yon all the security you mentioned and after the examination you mode, do you think his present condition is a result of an accident on the job? A. (Thinking out loud) I'll get more money from a compensation case. Yes, that's my opinion. WTTNBS NO. 1 Q, Home? A. Ed Dickard. (Have a handful of papers.) Q. li'hat tS your job? A. Second hand--cloth room -GuHyjumpcr Milk Q. Do you know that mant A. Yep--I know him. Q. Where did you know himt A. H* worked as a baler in the cloth room. Q, You mean he is net there newt A No. We had to kt him go. Q. Why? A Me eouln't run his job. Q. Do you know why he cant run a job? A Yeah--he claims he got hurt. Q. Did he get hurt on the jobf A I dimno whether he did or not. Q. You mean you don't care. Your at(ttude is not so good, A I can't be bothered about guys like that All I ever hear is my overseer -on my back about getting out the work. Quality and production and seconds is all I hear around here. What am l do ing here anyhow? I was called off the job and was told to come down here with no explanation. Q, You are here to determine if this man had an accident. How, did he report his accident to yout A No. Q. Did he go to the nurset A. We don't have a nurse. Q, How do you give First Aid? A I just slap a Uttle iodine on 'em. Q. Do you have a department safety com mittee f A. Heck no. We don't have tune for that stuff. Q, Doesn't your overseer make you keep m safe deportmentf A. Goodness no. All he cares about is pro duction and baseball. Q. You mean you don't have any kind of a safety program at Gultyjumpert A. I quess that's right. Tf they've got one I nc%er heard of it, Q. Who is your overseert A. Mr. Owens, who is also manager of (he Morihcns. "Call Overseer" WITNESS NO. 4 Q. What's your namet A Red Owens. Q. Where do you work? A. Gullyjumper Mill. iS Wood Products md Textile Industries Q, What's your job at the mOt? A Cloth room boss and manager of Mud- hens ball team. What y'all want with me? I was called from die ballfield, etc. Q. How many employees do you utork? A 18 working and fair ball players. Q. What are your dutiesf A My biggest job is getting out produc tion, etc, ball team. Q. Do you know that man--there--who got hurt in your department? A 1'vc seen him around. Q. Do you hove a report of his accident? A Nops. I didn't even know he got hurt till the super told me to come here. I need to get bode to the ballfield. Q. Do you agree with hie statementst A Heck na They are a pack of lies. Q. Do you hot* any kind of s departmental safety program m your deportmentf A No. We don't have rime to take people off the job for that stuff, etc Q. Hasn't your superintendent told you to start some safety activities in your de partmentt Hasn't he told you what to dot A He told me what to do all right--not to have any secoods. He says that safety stuff ain't worth a dam. Q. Who is your superintendentf A Mr. Fred Thackstoo. "Call SuperiMeAdtat" WITNESS NO. f Q, Whet's your name? A. Fred Thackstoo. Q. What's your jobf A. Superintendent Q. How long hare you worked at Gully- jumperf A 25 years. Q. How many employees do you workf A About 600. Q. Do you have a Personnel departmentt A No, it would cost too much money. Q. Well, who hires your kelpf A Overseer. Q. Docs be espials any safety rules to the employeeT A. No, be doesn't have time. Q. Do you have a cast department f A Yes, we have a cost department Q, Why do you have a cost department? A Because it is necessary to know what it costs to make a yard of cloth. Q, WeB, why don't you have a safety pro gram? A We carry insurance to take care of our accidents. We can't see where it would save us any money. Q. Da you know what your insurance costs you? A Yes, it easts about $15,000 per year. Q. Hos the insurance company ever tent their safely engineer around? A. Yes; some Uttle college engineer came around. He wanted to tell me bow to run my plant; wanted me to spend $10,000 to change my elevators, cables, etc.; and they have been naming for the last 20 years and no ooe has got ten lolled yet. He wanted me to put a guard on every motor; even wanted me to change all the electrical outlets; said somebody could get electrocuted. So, I just told him to get his Uttle hand bag aad go back where he came from. I didn't have time to fool with Him. Q. Whom do you lake your orders from? A From Mr. Sawyer up in Massachusetts. Q. Has he ever told you anything about , having safety program us this milt? A No, all he is interested in is how much money I make for him each year. He expects me to make him mooey and if I don't do-it, be will get somebody that wilt Q. Who is m charge of safety? A Nobody. Q. Who keeps records of accidents? A. Don't keep any. Q. What is your frequency? A I don't know what you are talking about Q. Do you have a nurse? A Na. Do you hove a physical exam when you hire new people? A No. Q. Do you hold any safety meetings with your overseers? A No--only production meetings. "Call Owner" 39 1957 National Softly Congress WITNESS NO. 4 Q. Could I have your namef A. J, A. Sawyer. Q. Are you the earner of the GuHyjumper Miltt A. Yea, I own that milt Q. Would you tell us where you live7 A. I live oa Beacon Hill in Boston, Maas. Q. Now tell me, is it true that everything that is done or goes on in the Gu/Iyjumper Mill is your personal responsi bility--all decsions, all new machinery, all maintenance, etef A. In general that is true. I only get to the mill about five times a year but in general 1 do nuke all the major deci sions. Q. Now in this trial we have been trying to find out who was responsible for the accident to this poor claimant sitting here. All the other persons have told this court that they were following their orders and they all appear to be doing just as they hove been told, le that about rightf A. That may be true but I've never told them to get anyone bun. Q. You personally don't tike to see anyone hurt, do yout A. No, of course not! Q. Do you ot this time or have you ever taken any personal interest in the pre vention of accidents at Gullyfumper Millf A. No, that's not part of my job or my responsibility. The people down there have got to look out for themselves. Our job is production--not worrying about who might get hurt. Q. Do you know how much you are paying for If'. C. utsuraneef A. I don't know exactly--I do know it's too high. Q. three you ever discussed the cost of accidents or insurance costs with your superintendent t A Nol Q. Have you ever instructed the superin tendent to install a safety program, or to make sure he rums a safe miIlf A. No. C?. One hut question, don't you agree that if you personally have never expressed 40 any interest a the prevention of acci dents, that the superintendent and alt his overseers could easily have the same opinionf A. I am afraid that I cannot go along with your reasoning. What I say or do has do connection with an accident that happens at GuHyjumper MilL People have to look out for themselves. We can't waste our time worrying about a spot of oil on the floor. Q, Do yon believe in good working condi tions for your employeesf A. Yes. We will do anything to get out production and improve our work. Q. Do you ever discuss safety with super intendent t A. Ho. His job is production. Q, Do you ever mention costs of accidents to superintendent f A. No. His job is production. Q. Alt the testimony you have given shores that no program has been injected aft GuHyjumper Mill for anything but pro duction and costs. Nothing for the safety of your people, which means that you are overlooking the best possible tuoy of reducing costs, reducing seconds and therapy increasing efficiency and production. A. Now wait a minute, t don't see how all this U any business of yours. Drag ging all these witnesses down here etc, etc. Q. Your Honor, l rest my case, as t have proved without a doubt that all super visory personnel ore guilty of this man's accidental injury, and / demand a ver dict of guilty and the supreme Penally of conviction. / would new like to put my case before the fury. JUDGE; You may charge the jury. Prosecutor to Surf {Fsee AWwki) Ladies and Gcntlcxnca of the Jury. Yoo have heard the injured explain how he got hurt. He worked m a rmll utterly devoid of feeling for the worker. He was driven to seeking medical attention on his own hook because the mil! provides nothing in the way of a medical program. For his trouble he was fired few not bang able to run his job. . Wood Products and Textile Industries You have beard die second band explain that he had no time to operate a safe shift He stated he was driven constantly for production and quality. You have heard that ignorant overseer testify that his only interest was in the basebail team. He hardly knew his own em ployee. Production and baseball was all he cared about. You have heard the superintendent testify that he took no active interest in the wel fare of his employees and that he didn't have time for afety. You finally hard the owner state that his only interest was in money and that he felt no obligation to provide even the rudi ments of good working conditions for his employees. Such a history of buck passing I have never seen. Not one of these men has proven himself fit to run a mill. I ask you to return a verdict of guilty in the first degree. I ask this court to invoke the extreme penalty on ail of these men. I demand that they make full restitution to this poor man and that they be required to operate in the future according to the strict est Safety Code. I rest my case. Judge charges the jury and finds that they are all guilty and sentences them to one full year of having a safety program in their respective plants. Then asks if they think each individual is guilty and brings there up before the bench to be tied by the bailiff and carried out to jail.^ OFFICERS OF THE WOOD PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman R. C CHILDRESS, Ksriooal Datallers Products corp* Cooperage div* Mnapho; Too, Vice Chairmen md Program Chairman HERBERT A. LADWIG, Employers Mutuals of Wansao. Wausau, Wis. iVrtsr Letter Editor--S. PERRY, B. C. Ltxober Manufacturers Assn* Vancouver, B. C* Canada. Secretary <m& Membership Chairman--T. E. NORTH, Alaska Pine and Cellulose Ltd. Vancouver, 8. G, REGIONAL RBftESENTATIVB Great Lakes-- *ROY E. JOHNSON, Kroefater Manufacturing col, Kankakee, 111.; East-- SETH JACKSON, safety officer, U. S. Forest Service, Washington, D. C; South-- HARRY LAFFERTY, Nicker Brothers, Inc, Memphis, Tessa.; Canada--*W. M. ALLISON, B. C Lumber Manufacturers Assn* Vancouver, B. C, Canada; West-- ROBERT M. GILMORE, Rayooier Inc* Hoquiam. Wash. Engineering Coordinator--ARNETT SKONNING, woodwork engineer. Western Electric co, Chicago, I1L Sowmillmg Committee:--M. H. FELL (Chairman), Edward Hoes Lumber co* Hines, Ore.; L M. DINWIDDIE, branch accident prevention manager. Employers Mutuals of Wausau, Portland, Ore.; E. A. Roles, Weyerhaeuser Timber co* Longview, Wash.; A, F. REINWART. T. H. Martin & Co* St Louis, Mo.; Advisor to Committee-- *W. M. ALLISON, B. G Lumber Manufacturers Assn., Vancouver, B. C* <Sirari* Lagging Committee: PAT REITEN (Chairman), acting personnel manager, Simpson tagging Co* Portland, Ore.; JOHN T. ATKINSON. B. C District Council No. I, I.W-A* Vancouver, B. G, Canada; HUGH D. LARKIN, J. R. Simplot Co* Boise, Idaho; W. E. LYNN, Hiram Walker & Sous, Inc* Cooperage Dtv* Peoria, 111.; PROF. J. KENNETH PEARCE, College of Forestry, University of Washington. Seattle, Wash.; Advisor to Committee--*JOE T. DUNLOP, Dierks Forests toe* DcQuecn, Ark. Veneer and Plywood Committee: GORDON MERCER (Chairman), Algoma Plywood and Veneer co* Algoma. Wis.; H. CHANDLER DREW, Medford corp* Medford, One.; B E. KELLEY, United States Plywood corp* New York, N. Y.; H. F. MAPSON, Canadian Western Lumber co* Fraser Mills, B. C* Canada; BYRON U. OYSTER, Weyerhaeuser Timber co* Tacoma Bldg* Tacoma, Wash. Fuenitwre and MUlwork Committee: THOMAS H. FREDRICKSON (Chairman), Anderson corp* Bayport, Minn.; ROBERT L. RICHARDS, American Seating Co* Grand Rapids, Mich.; V. K. ANDERSON, Kroehier Manufacturing Co* Binghamtoo, N. Y.; Advisor to Committee--JACK DUNMAN, The Mcngd co* Louisville; Ky. 43 Trade Associations Committee; R H. REEVES (Cblnao). Lumbermen's Safety Aim, Tomato, Ontario. Canada; . H. CROSBY, Colombia Bian Loners Am, Portland, Ore; HECTOR J. CRAIG, Western Retail Loafcenaea's Ami Winnipeg, Manitoba, Canada; Advisor to Committee----`LOUIS GLA2EK, Series Forests, Inc, Kansas City, Mo. Off-The-Job Safety Committee: `WILLARD C BOTTOMS, (Chairman), Farley & Loetscber Mfg. Co, Dubuque. Iowa; WALTER A. GUSTAFSON, New York Mutual Casualty las. ox, New York, N. Y.; EDWARD BLASER, Dept of Agriculture, U. 5. Forest Service, Portland, Ore; WILLIAM HUIE, The Creasett co, Crossett, Ark. Conies* and Statistics Committee; STANLEY J. BUTCHER (Chairman), Bureau of Labor Stds^ U. S. Dept of Labor, Washington, D. G; ROBERT P. MILLER, Inter national Paper co, Long-Beit Div, Longview. Wash.; JAMES F. VAN NAMEE. Assn, of Casualty and Surety Coe, New York, N. Y.; Advisor to Committee-* *CHASR. ZESKEY. JR, T. H. Martin & Co. Kansas City. Mo. Firttoi Aide Committee: CHARLES H. JONES (Cbtnsu), Michigan Mutual Liability ox, Chicago, III; L. W. HAGERUP, Lumbermens Mutual Casualty co, Chicago, III; C R. RUSTEMEYER, Canadian Forest Products Ltd., Vancouver, B. C, Canada; W. B. McSORLEY, JR, Huttig Sash & Door x, St. Louis, Mo.; Advisor to Com mittee--*ROY E. JOHNSON, Kroehler Manufacturing ax, Kankahec. 11L Nominating Committee: `ROY E. JOHNSON (Chairman), Kroehler Manufacturing ax, Ksaiakec, QL; `ROBERT 1C GILMORE* cawnl safety supervisor, Rayooier Inc, Hoqutaxn. Wash.; *CHARLES R. ZESKEY. JR, T. H. Mastis & co. Kaua City, Mo. Staff Representative--R01&ERT CURRIE, National Safety Cbtmril, Chicago, ILL Past General Chairman of Section OFFICERS OF THE TEXTILE SECTION NATIONAL SAFETY COUNCIL 1957-58 General Chairman--J. A. WINKLER, district engineering manager, American Mutual Liability Insurance co, Atlanta, Ga. Vux Chmnnmt F , FERMENTER, supervising engineer. Loss Prevention department. Liberty Mutual Insurance co, Spartanburg; S. C ?rcrrl*ry--FORREST N. PETTY, director safety aod benefits, Dan River Mills, Inc* Danville, Va. Nominating Committee--'`CHARLES L. TROMMER, safety supervisor, Mohasco Indus tries, If,, Amsterdam, N. Y.; *GLNN G. FLEMING; safety director, Cdanese CorpL of America, Charlotte, N. C: PH- S. BAUCOM. safety director. North Carolina Industrial Commission. Raleigh, N, G Program MRS. IDA G AYERS, personnel assistant; Collins and Aikman Carp., Norwood, ' C; ALVIN RILEY, safety director, Firestone Textiles; lot, Gastonia, N. G; ROY F. DEAN, safety supervisor. Courtaulds (Alabama) Inc. Mobile, Ala. engineering and Health Committee--VV. M. KLEINMANN, safety director, Johnson and Johnson, Chicago, III; FRANK W. MARCACCIO, duel. Division of Industrial In spection, Rhode Island Departmt of Labor, Providence; R. L; *H. E. WILLIAMS, afety director, FieJderest Mills; lot. Spray, N, G; JOHN B. SKINNER, industrial hygienist, American Mutual Liability Insurance Col, Boston, Mass.; F. G, SMETHURST, district engineering manager. American Mutual Liability Insurance Co, Boston, Mass.; DR. WILLIAM D. KALES, dean. Textile Schools, Rhode Island School of Design, Providence, R. I.; W. C CREEL, safety director. North Carolina Deportment of Labor. Raleigh, N. G; RAY B. CREPPS, technical consultant hygiene ayt safety, Owens-Coming Fibergia* CorpL, Newark. Ohio. Newsletter Committee--JAMES R. YOUNG Tri-State Safety Journal, Anderson, S. G; NOEL WILLIAMS, United States Rubber ax. Wmatboro. S. G Education and Training--JOHN W. LANGFORD, safety engineer, Amerotron Corp, Aberdeen, N. G; RALPH HOKE, Cannon Mil!* c*., Kannapolis, N. C Of-The-Job Safety Boy Scout Program--A. E. CONNELLY, safety supervisor, . L da Pont de Nemours A Ox, Inc, Martinsville, Va.; G L. HENKEL, safety supervisor. E. L da Pont de Nemour* 9t Ox, Inc, Kinston, N. Gi `MISS FRANCIS BETHUNE, Employers Mutual Liability Insurance ax of Wisconsin, Charlotte, N. G Uemberdtip Committee--`WILLIAM A. HAWN, safety director, Granitcvillc Mills, Graattertlle, S. G; ROBERT A. FOX, safety director. West Point Manufacturing ax, Fairfax KOI Dir, West Point, Ga.; JOHN MeALPINE; safety supervisor, Hlntur Corp. of America, Rode Hill, S- G 45 Textile Fiber iiamefactvrmg Committee--FRED L. SNODGRASS, safety department. North Americas Rayon Corp, Kluabcthtoc. Tenn.; R. J. COLLINS, Americas Viscose Corp, Nitrow West Vs.; GUY BOOKER, safety supervisor, Omnmrand Corp, Pensa cola, Fla. Special Advisory Committee--*NETL NELSON, Americas Itoal Liability Insurance co, Manchester. N. H.; `HAROLD F. HAYDEN; "JOHN J. BURGER, W. J. Dickey & Seep, Inc, OeUa, Md.; *K. S. BAUCOU; *W. & WEAVER, Spray, N. C; bOSS FRANCIS BETHUNE; *T. A. WILSON, Textile Iosaraoce co, Hitb Point, N. C; *GLENN & FLEMING; H. E. WILLIAMS; *C J. HYSLUP, safety director, Chatham MawMfagfrtrmy ca, EJlan, N. C; ^CHARLES L. TROMMER, safety supervisor, Mohasm Industries, Inc, Amsterdam, N. Y. Stag Representative J. E. CROUSHORE, National Safety Cooney Cfcfcsca *Pmst General Chairman. 46 HUMAN RELATIONS and MAN-MANAGEMENT by DR. 4. L. ROSENSTEIN Dolivorod os four Early Morning Lochiros mk the 45th National Safety Congress (OcL 21-25, 1957, Chicago, IU.) VoL 30 of Currttt Safety Topics, 19S7 Other Volumes in this Series Users of this vofoose will find much rxlot a Vol. No. mu mini. Here is the list: Stock No. t GmcmI lie'iw mi Dililri Udet to l Vdew ...................................... 022-27--1 2 Aviation; Atmeliul tsdetrin Section * Air Tweft Seritoe............ 02227--2 3 ........................................................... .......... 07777--1 4 ...................................... .......................... 02227--4 5 dmaical ladwtriw ....................................................................................................... 077 77- S 4 GmJ htiaiag Mehy.............. ........................................................................................... 02227--4 7 CqwItscUwi tadmtry mi Pnbtic &?Lrmeat (MBs Enplayar TitUnj... 02277--7 B Electrical Equipment tadmtry Ml hUt tHfliKu....................................... . 02227-- 4 Fane Safety ....................................................................................................................... 02277--t 10 Fertiliser Inlufay ....................... ........................ 02227--10 11 Feed. Meat Pacfcag 1 tutorIndustrie*. Trades mi Santee*................. 02227--11 12 Gt aad Ceramic* fidwiiimi Bidhir III il |.................................................02227--12 13 Home Safety ..................... ................................. ............................... ................................. 02227--13 14 Industrial Subject Seadoaa (Spamerad by ASSS).................................... ............. 02227--14 15 Later ................................................ .......... ............................ ............................................ 02227--IS 14 Maritime Inlwfaiw (Marine Saeima).................................... .. ir Metals tadwtry ..................... .................................................. ...................... . 02227--14 02227--17 It fewer Press ami Forging Sw4w].......... ............. ....................... . 02227--IS It Mining Industry .......... .............................................. . 02227--It 30 Meter Transportation ladaetry (Caa--areial Vehicle Saetiaa) .......... . 02227--20 21 Occupational Health Heniag Section............................ ..................... .. 02227--21 22 Petroleum laduatry ............................................................ ,................................. 02227--22 23 Printing end Publishing Industry............ ............. ............................... .. o7!>-- 24 Pulp and Paper Industry................ ................................................. ..................... 02227--24 2t Reilroed Industry .......................... .. .................................. ............. 02227--2S 24 School and College Safety.............. ............................................ ........... . 02227--24 27 Traffic Safety ........................................................... ....................... .. 02227__*7 2t Transit Industry ........................................................................ .............. 02227--21 2t Weed Product* and Textile ladadrias........................................... 02227--29 30 Early Morning T--fnu. "Heus fcrlatiem and u- "r i------- T ....... 02227--30 PRICKS OP EXTRA COPIES OP INDIVIDUAL VOLUMES VOLUME SIZE 12 or less page*-- 13 to 24 pages ZS*to 48 page*-- 49 to 96 page*-- Over 96 page*-- i <0 9 copits Each $023 J5 AS M0 25 I0l99cmpits Bark $020 26 27 JO 25 J001*999 e>*rr Eatk $0.17 2S 23 .45 20 1000 or mere Eaek $0.17 2$ 23 AS 20 Corapietc set of Current Safety Topic* (JO vol*.)--9&50L Stock No. 022.17 AH prices shown are subject to a 10 per cent discount lo National Safety Council members. NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVS. e CHICAGO II. ILL. Ni*ut.t^. 032J7-19 43 HUMAN RELATIONS and MAN-MANAGEMENT * by Dr. J. L. Rosenstein Other Volumes in this Series Users oi ihi* volume will find much value in its companion volumes. Here is the lis* Vol. No. TITLE Stock No. t General Sessions and Detailed Index to oil Volumes ...................................... 022.27--1 2 Aviation; Aeranoutieai Industries Section 8 Ait Transport Section............. 022.27--2 3 Sasic* Steps in Accident Prevention .. .... . ............... 022.27--3 4 Cement and Quarry Industries........................ - .............. 022.27--4 5 Chemical Industries ... ,. 022.27--S 6 Coal Mining Industry ... . 022.27--4 7 Construction Industry and Public Employment (Public Employee Section) 022-27--7 8 ElectricalEquipment Industry and Public Utilities 4 Farm Safety ... 10 Fcrtilixer Industry 022.27--1 022.27--4 022.27--10 11 Food, Meat Packing8 Leather Industries. Trades and Services . 022.27-- (I 12 Glass and Ceramics Industry and Rubber Industry 022.27--1? 13 Home Safety 022.27-- II 14 Industrial Subject Sessions (Sponsored by ASSS) . 022.27--1* 15 Labor , 022.27--11 14 Maritime Industries (Marine Section) . 022.27--14 17 Metals Industry 022.27--1? II Metals Produets Industries (Automotive and Machine Shop Section Pocr Press and Forging Section) 022.27--II 14 Mining Industry 022.27--14 20 Motor Transportation industry(Commercial Vehicle Section] 022.27--20 21 Occupational Health Nursing Section 22 Petroleum industry 022 27--21 022 27--27 23 Printing and Publishing Industry 032.27--22 24 Pulp and Paper Industry 022.27--;a 25 Railroad industry 022.27--25 24 School and College Safety 022.27--2# 27 Traffic Safety . 022.27--27 28 Transit Industry 022.27--21 29 Wad Products and Ttil lnd.tir.es 022.27--20 30 Early Morning Sessions. "Hu**an Relations and Man-Management" 022JT7--JC PRICES OP EXTRA COPIES OP INDIVIDUAL VOLUMES v .UME > /K ' ;a c-- 2i i-^c --- J*'** -* ;.,c -- t-4 . * ; .i.'i - >* ; -- 1 V aj,v fiMit *<) 25 ,25 .45 .60 .#5 * t `ft ,-v /... 5u2" JS .27 ,75 / .a r; :r .22 X: .70 s*tr .22 x.70 c* - J.let * Current Safety T /pic# (JO vo!*.>-->9 50. S*ortc S'- K3.1T All rice* wr. are rubjcct to a 10 (>vr cent discount to National Safety Council member# NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVE. CHICAGO II. ILL. ttOCffo: .18 niMiiiiru 077.7*.;* HUMAN RELATIONS and MAN-MANAGEMENT by Dr. J. L Rosensfein INTRODUCTION by R. L. FORNEY secretary, National Safety Council, Chicago, III. Welcome oocc again to the early moraine seasons of the National Safety Congress I am sore that a great mauy of pan were here at these sessions last year, but t wonder how many of yon were here in 1947, 10 years ago? Will you bold up yosr hands? How many of yon were here la 1947? Well, a fairly large number as that. Those of yon who were here that year will recall. I am sore, that the speaker we had was a mashing succiaa to *-- the atrical term. He was so good m fact we had to turn aruond and bring him right back the next jm, Now, although Dr. J. L. Rosenstem has not been bade at these early morning ses sions since 1918, be has certainly been a part of the Americas safety scene during all these years. He Isu performed many services for the National Safety Council and has gone bade and forth across this country and Canada, conducted training programs for community safety organisations, ASSE groups, Indus* trial concerns and organizations of all kinds. AH during these years, we have had a good many letters from people saying that, "Isn't it about time to get Dr. Rosenstein bade to the early morning sessions of the National Safety Congress?" The thing sort of built up from year to year until we felt that it certainly was the right *hmg to do to bring shly man to this crowd and to these early morning ses sions, and that is what we have done this year. Now, as you know, these sessions will continue through tomorrow moining. Thurs day morning and Friday morning at the same time. The general topic for tire series is, "Human Relations and Man-Manage ment." I am happy to present to you Dr. J. L. Rosenstein, who is Assistant Director of the Management Center of Marquette Univer sity, and a nationally recognized training consultant. I am sure we are all gbd to have Dr. Rosenstein back. 3 THE ART OF MANAGING MEN SESSION ONE HOPE. tiai every one of us here likes I know there is antagonism between so- 1to think ta practical terras because this called objectively-described groups as man entire program is concerned with the pracagement on the one hand, labor on the other, tical problems of practical mm. but I am too old to be scared by words. Practical problems met with and dealt with by every supervisor eight hoars a day on a realistic job. not in theory. In many places, I am introduced as a psychologist, bat my pride is not related to being a psychologist. Rather, it is related to being a teacher and as a teacher my job ts not to tell yoa very much but to try to say something which will cause you to think. And if anything I say or do causes you to think, then I think it will have been an awfully good and a very successful program. Today we are going to be concerned especially with the practical problems of specifiratioQS--leadership, discipline, and the needs of tarn realistic, practical needs. One of the aspects of being practical re talcs to the recognition that every business is differcat from every other business; and thax every executive's job is different from every ocher executive's job; and that every epnwr't fob different and every forenai't yob m Afferent and everybody's job is Afcrest from every other man's job. Ev erybody desk with different economic and Afferent pobry problems. Everybody deals Management, to me, is people; labor is people They are men and women with hearts and souls; they are fathers and mothers and sisters and sons and brothers. I know that management is people. I know that labor is people. And I know that strikes happen under all kinds of conditions for all kinds of reasons in all kinds of industries. But it is always people who are antagonistic. It ts always people who go out oa strike. It is always people who have these man-made antagonisms, and it is always people who work out their man-made differences with man-made solutions. I know that you all receive the publica tion from the National Safety Council called "Accident Facts," and I know that all those figures and all those statistics relate to accidents. But don't fool me and don't try to kid me. Every one of those statistics is a person, not a Dumber. We are talking about people. After 20 years around the Safety Council and working and talking with safety men. 1 know that accidents hap pen in all kinds of industries for all kind* of reasons, under alt kinds of conditions, but 1 have never yet seen an accident which with differoK social, personal and personnel problem* Everybody deals with Afferent ii)uapwwn- jmd tm* Afferent mechanical and <i -* rw se-abaraeo problems. Roc. *. tme amd corny as it seems to o* *rm bo think of yoursdves as Wmc rtlwWfurt the most important thing I have cw Varaed m 55 years of living, is tk*t w-th ff *r differences that exist from crr-tatii *- cr mgany and industry to indus try N-b te *ob. every coc of us has one `a* m name dt we deal with, and that i pr. ylc, jmd they are exactly the same rteckohem. ad see a thing ever happens t-Sr-ur *Srr\ and that U the most tmportar* tfeng f have ever learned. If I ever forget that for one moment I am bnag unpractical. was not made by a person. I Ad not say people have accidents. People have babies. They make accidents. . . . CAN PREDICT ACCIOENTS Being a practical person, I would not dare say to any of you, "What is an acci dent?" You might reply with the classic definition which makes me angry every time I hear it It starts out like this, "an accident ts an unexpected occurrence." But don't tell me that an accident is an unex pected occurrence." Maybe it happens when you don't want it or least expect it. But every one of us knows an accident is ex pected. Every one of us knows he can pre Act an accident Any time you show me an unsafe conAtion or an unsafe act I can guarantee there will be an accident Maybe 1957 National Softly Congrats it will not happen when you want it- to happen or when you are ready for it, but there is going to be an accident. So, tec's be practical Accidents are to be expected and they can be prc&cted, when ever an unsafe act is performed or an un safe ccprfitinn exists. In these meetings we are concerned with the management of people. And these people are the aoe everywhere. They present the same idod of problems everywhere. They all have the same kinds of worries, the same hopes, the same fears, the same dreams, the same aspirations, the same grievances, and the very same human nature everywhere. So, we are going to talk about the ooe thing which is universal in every business and industrial activity, people. It seems to me that as practical people we ought to be concerned with what 1 consider to be a most important word in industry and business, and that is specifica tions. You and I know that everything we deal with aod everything we are concerned with so oar jobs, has its own specifications, which means it has its own peculiar attri butes, its own peculiar qualities, its own peculiar limitations of performance! We know that brass is different from wood and that gold is different from steel We know that a lathe is different from a punch press and that an airplane which is * conveyance is different from an automo bile which is also a conveyance. We know that a washing machine is different from a dryer and that a hand tool like a hammer is different from a hand toot like a chisel or a saw. As practical men, we are never provoked if glass won't do what gold will do. We just do not expect it. We are not upset when wood won't do what steel will do. We don't expect it, and we are sot dis turbed if a garbage disposal will not type letters like a typewriter, which U also a machine. We don't expect it We are never upset if s punch press says, "I'm not going to turn stock. I'm no lathe." It doesn't make any difference what the pressure on us may be. It makes ao difference what we want or must have. We just do not expect and we know that we can not expect to get from things anything which is not in keeping with their own specifications. That is being practical We work within the specifications. We do, if we have good sense. Even if w* are sot satisfied. Even if we are unhappy about what we are going to have to accept as a final product, we know we have to work within specifications. Are you practical? How east you call yourself practical if for ooe mosnart of any eight-hour day on the job, you forget that people too, are phenomena of nature and that they too, have their specifications, their qualities, their attributes, their properties, their limitations? Honan properties, button qualities, human attributes, human specifica tions, which are the same everywhere. There is a logic and a common sense in dealing with these hnman specifications too, whether you like it or not, whether it U difficult to believe and accept the first time you bear it HUMAN NATURE NEVER CHANGES The first and most important of these human specifications, the ooe we must live witjt 2nd work with even if we don't like it, is that human nature is immutable. It ts unchangeable. Our first principle in dealing with this human nature b to recognise and know that of all the things you can depend oo in this ever-changing world, you can always tiepend on human nature. It Is always the suae. It has always been the same. You just can't change this human nature Of course we tike to think of normal human nature as a changing or changeable thing. But then we are thinking about the way it expresses itself, not human nature itself. Uany of us would tike to change some of the ways which homan nature uses to express itself and we try to do so, by teaching people, by malrmg rules or laws. We think we make better people that way. But human nature itself cannot be changed It may be understood, it may be guided, it may be directed, it may be led, it may be controlled, but it cannot be changed. It has never been changed. It has never been changed since the beginning of time. Everything that we talk about concerning human nature today you can read about in the old Koran, to the Old Testament, in the New Testament and In the Chinese Litera ture of 7,000 or 8,000 or more years ago. It is exactly the same. Well if it cannot be changed, maybe as practical men and women we ought to stop 6 Early Morning Ssstions wasting oar time trying to change it and begin spending oar good energy, and good intelligence, trying to discover ways and means of cootsoBtog; coding; leading; di recting and mamgtng h. Teaching practice requires that we repeat ourselves from tiTM* to time. So, at > point, let me repeat. Hasn't your experience taught you the logic that you most never expect anything out of a tod out of a machine, out of any thing you dal with, a pend! sharpener, a tvpewriter, a generator, a truck--you must not expect anything which is not in keeping with its spedSeaticcs? If we invent a tool or a machine, that tool or machine is planned and controlled from tiie idea stage to the paper stage, mock-up, trial and production stage. Every single step of the way we put into it the spedfieatioos we wwd exactly as we want them, if possible. Sometimes it is not pos sible; Sometimes, we have to compromise, which mesas wc also have to compromise with what we are going to get out of it, we don't Wm tixas and we are unhappy became wc have to compromise. But, at tost wc try to retognire that it is the spedusances which are important to the end re sult ooe the h*ng that we want. If we go oar to boy a tool or a machine or anything at aQ, ere think in terms of `purifications. When the ptiwaxl department starts rsting and mttrvkwing and goes through til its various steps, it is trying to discover `ratifications as it relates to people for a job. Wc talk about and are concerned with `pedficatioes beaase we know that if wc don't know specifications or if we work outside of or demand things beyond spedStations, something is sure to go wrong. WORK IN SPECIFICATIONS We have mistreated that device when we work outside of specifications. If we make demands of a not ia keeping with specifications, if we use it improperly and nxnething does go wrong with it, we don't ay the machine is vicious: We don't say the machine is anti-management. We don't ay the machine is uncooperative. We don't ay the machine is a Communist. We don't walk up to the machine with a wrench behind our bode and say. "You're not giving me what I want. I will show you who is running this outfit." We don't hit the ma chine and say, "You lave too many teeth in your gear wheels anyway! That will teach yoa" We don't go op to the --ay, "If you think you're going to waste my good time and the company's money you're cnucy. Yoa are not airing me what I want So, no grease, no oil and no mainte nance for you for the next 10 days and when you start hurting and squeaking and groaniog and squawking; you'll know. Yoult learn." We don't walk up to the machine and say. "Hey, listen, you're either going to or not going to give me wbat I demand. You're not? OK. m pull the switch and shut you down. You're laid off for three days. No work. That will teach you." We don't take this machine and throw it out the window or fire it That would be silly, wouldn't it? Oh, are you really prac tical? Think about it a moment We do make demands of people, doo't we? We make demands of ourselves too; without ever being concerned with the spe cial specifications of ourselves and others. When people don't come up to our demands or don't give us what we have to have or what we need because we are under pres sure to get it .we do have a lot of dirty names for than don't we? Wc use words tike taxy. vicious, antagonistic, anti-manage ment, insubordinate; uncooperative; disloyal Communist And we do discipline them, don't wc? We punish them or fire them if we - It is not as easy as it used to be to get rid of them. And if they are no good at all we try to transfer them over oo to somebody rise. There most be a national mamtal of standard practice because it Is that way dear across the country everywhere. With people, we do not do what we know should be done; at practical intelligent people, we doo't stop the man just like the machine, do we? What do we do with the machine? For that machine, we set up a completely formal program of preventive and corrective Prevention coidcs first. If something despite our pre ventive plans begin to go wrong, at the first sign of something wrong; we atop the ma chine. shut it down, take it apart as quickly 7 t9ST S'ationai Safety Congress is possible, eoncct what is wrong, put it on tiu job as quickly as possible and oot m anger or hostility or with a sense of aggression. What happens with people? We don't stop a man like we stop the machine. Take him off the job; find out what is keeping this good man from being the good man he could be and would tike to be; correct what is wrong with him aad put him bade to work on the job as quickly as possible. You don't have to be a professional psychol ogist to be aware. How do you know who to do this? The moment you say to yourself, "What's eat ing him?" or "Joe isa't himself today" or "Brother, he must have gotten out of the wrong side of the bed today." you have recognized that something is wrong with that man. Would you let a machine with something wrong continue to work? Why ignore the man? We know that with ourselves, there are many days *Hwt we say, "OH, brother, this is one of those days I should have uved home." Things happen to people We know that But. are we practical when we forget to use what we laiow? What is the u*e of collecting aU this know-how if wc don't use it? We arc unpractical if we don't use it and we know there are things that happen to people over which they have no more control than a machine has over something that happens to it, which keeps it from functioning like it could and should and would. CANT REASON AROUT PEOPLE Our own human nature seems to be espe cially peculiar in that we can reason rather reasonably about things, methods, materials or equipment, but not so reasonably about people. Primarily, this is because we have neter been taught so consistently and in sistently about people and their normal functioning as we have about things. So, when human nature is expressing itself nor mally, it seems to be vicious or radical and exasperating and distrubing and we want to slug it Are you practical? Stop a minute and think. When was the last time you said to yourself, "Am I perfect?" When you reluctantly agree that nobody is perfect, including yourself, what does that imply? Well, you know tint if you are not perfect, and none of us is perfect, that there are many hundreds and hundreds of so called imperfections. You've always known that people just don't seem to look ahead. Neither do you too much. People arc impulsive and petty aad they are sensitive and they like assurance. They arc proud and their feelings are easily bun and they lade initiative and resist change and don't have any real long-range goals in life. People arc not self-starters or self drivers. They want to be liked and babied, and want to be identified with good things and things they can be prood of. They will deny malting mistakes, They will pass the buck and try to pull fast ones on you. They are always on the defensive, al ways looking for an angle, a curve or break. They see good in the things they like and <* things wrong la the things they don't like, and always have a good reason for do ing the things they want to do, aad a pretty good reason for not doing the things they don't feel like doing. We are certainly most impractical if wc ever forget for one moment that these and many hundreds of other every day perform ances are ordinary expressions and symp toms of a normal realistic human nature which just can't be changed no matter how we try. Imperfect? Of course it is imperfect. Difficult to deal with? Why sure. If it weren't difficult to deal with we would not need any of those so-called leadership quali ties in supervisors and all supervision prob lems would be simple ones. Anybody could handle them. It is those hundreds or thousands of in adequacies arid imperfections that create the need for man-managers and leaders. What have you considered to be the mark of a real leader? What is your concept of a real lender? Well, you may be sure that all of uf, loaded with these inadequacies, spend a major portion of all of our mental and physical and emotional energies trying to make it look as though wc don't have Early Morning Sessions any inadequacies, because none of us is proud of them. The good leader knows it. We are ashamed of our tnadeqmocs, our imperfections. We don't want people to know what is wrong with m. We say, "Sure, nobody is perfect." but we don't go arotmd bragging about what is wrong with us and we spend a major por tion of our mental, physical and emotional mergies trying to make it look as though we don't have anything wrong with us. We would rather have people see our good qualities. We have all best taught as hough it were immoral delinquent, not u> be perfect or ever to do anything wrong v to make a mistake. So. we karu to deny and hide mistakes or error or doing wrong because from the time wc were children we have bees trained by a sock across the ear or across the rear that when we do some thing wrong; we are always going to be pwtdtcd. OLMVAUMTfON We are oot proud. Rather, we are ashamed of not measuring 19 to standard, a standard ewahttshed by sodety h the form of our parents or the school, or maybe the world all around on. But umre important we are especially ashamed of not measuring op to some standard which wc set for our selves. Just remember, that the true psychological measure of any man or woman is not what we actually arc or what we might become or what people think of as. The true psycho logical measure of every angle person ts what he thinks of himself. The pictures which he has of himself---aad every ooe of us has many idealised pictures of hlwifyjf u a good man, as a good father, as a good husband, as a good workman, as a good dti*ca--these arc the pictures he holds up as personal standards and these are the things he tries to be or aspire to; those are bis standards of values. All pictures which a man has of himself; what be thinks of himself provides the nxv tive power, sett the standard and is the m- ccntive for the way be thinks, the things he will do, the things he win be proud of or ashamed by. We have known for years that the rack eteer or the embezzler of widows and or phans, despised by decent men and women, cau strut down the street in great pride, all wrapped up in his warped aad twisted, self esteem. This racketeer, tills embezzler, has a picture of himself too. He secs himself as a big shot, and as long as be secs himself as a big shot, be does not care what you think of him. He will fight and kill if necessary if anything threatens his stature as a big shot or he thought it did, and his kind have killed in order to be aad rrmiin big shots. At the other extreme are the things we accept casually. Parents sacrifice and give up necessities in life for themselves if neces sary to take care of their children and give them a better break in life When you talk to them, you find that it doesn't any difference what the world about the wisdom of their secnficcs. It has nothing to do with reality; it haa nothing to do with intelligence; it has nothing to do with the world and true life They have a picture of themselves as parents and what parents ought to be like and they will live up to that picture if it kills them. They couldn't tive with themselves if they did not live up to their psuiue of what good parents ought to be film. What about the workman on the job? What picture does he have of hknself which causes him to be a co-operative; bard work ing, decent workman, awvhsne to do a good job? Golly, I don't know. But basically, he is a good man. He has a picture of funueif as a good man aad he wants to be known as a good man aad be wants the world to know him as a good man. MAN WORKS FOR MONET What motivates good men? Of course we work for money. Everybody wbo works has to work for money. That is the only reason we work. We would be silly if we didn't But a man aay work grudgingly or he may work cheerfully. He may work in differently as a machine or be may work with a purpose as a man. He may see his work as a means to attain all those things for his loved ones which provide comfort and security, or be may despise his work as a perpetual burden to be hated. There is no workman so stotid, but that he tries to find a way net to be ashamed of his work. There is no man so ox-tike, but that he tries to fad "*"g and soul in the things he has to do for a living. There is no workman so dull but that be looks for ways to enliven and find color in his work. 9 J957 Natiomai Safety Congress Yes, we applaud tb actor and hockey player and the racer wbo knocks himself out for apphnse or the fighter -who tots him self be ptsiebed silly so be can get a pat on the bade frogs the audience, and if there is no audience, then the boys in the gym will say, "That guy Us really a fighter's fighter, a man's man/* and so on. No genius ever drudged away long, toady hours, hoping to produce a tainH"g. a sym phony or a great novel unless he believed or hoped throughout all his labors that ooe day his work would be god he would get recognition and praise for it from the world at large. Praise, applause, recognition are necessi ties whether the mas is a clean-up mas or a hod carrier or a window washer or gaiius. Ac any level of performance; praisft rec ognition. expressed appreciation or, a word of thanks for good work done are the psychic shots in the arm, that provide con tinuing energy to keep on slugging. Recog nition for having tried even if things don't come out right is the basic incentive. Praise and recognition make possible that the neces sary work of drudgery be done and have men converted drudgery to a labor of love as you all know. On the other liaztd, what is the worker's picture of himself, which leads to resistance, antagonism, destructive anger, rag* and ag gression? Well, I don't know that either. But, studies in psychology have taught us that destructive anger and rage In adults will result from restrictions and controls which are imposed by others. Controls are imposed on a man by others and so bind a man's mental or physical freedom that he will rebel and try to break out of these bonds, even if they are imposed for his own good. That is why we do touch, when the sign jays, "Don't touch.** That is why we do balk at and break restrictive safety roles. That is why we still go out there when it says, "Stay oat of street," or "Don't light a match," or "No smoking.'* Did I say adults? I always love to brag and I have bca bragging about my grand children all over the country. 1 used to brag about Holly. Well, she is seven now. Then, 1 began bragging about Cynthia. She is past four. Now, let me talk about Lisa. It is wonderful to see this thing going on from one child to another. Those of you wbo have young children or grudchttdna* know what I am talking about. And one ihLtg for a guy as old as I am it is bad to start out a day with an hour and a half of play ing around with a couple of grandchildren. By the tune I get ready to go to work I am no good for anything As my wife says, "Grandchildren are wonderful for young people." But, tf you come in as we do, os a visit two or three discs a year and there is our daughter and she baa Lisa in her arms and I wiggle my fingers at*bcr and I say, "Come to Poppy," and the baby makes a dive for me and my daughter says, "See, she recog nizes you," you know that yuur grand daughter would go for anything that wiggles but with mine it is a sore sign of intelli gence. She recognizes me. You take this child and throw her around and laugh and sing and croon and bold her dpse to you. and sbe is happy too and she laughs and slobbers all over you. But soon her Mama say* "O.K. Poppy, let's go Soup's on. Bring her in. I am going to feed her and put her to bed so I can relax too." RUEL CONFINING BONDS But you hate to give her up and just be fore you let her go, you want just ooe more cuddle, and you put your arms around her legs and around her body pinning her arms and you squeeze. Then what happens to that sweet and happy child who was laughing and crooning with you and drooling all over you, having a wonderful tune? Suddenly, she is con verted from a sweet thing into a wild crea ture. Suddenly she cries out and begins to fight her way loose and breaks out in a loud scream. Your daughter says, "What did you do now? Did you hurt her or sore her?"--and you turn to her and say, "No daughter. I didn't hurt her or frighten her. You and I should get down on our knees and pray our thanks to God because this child was boo normal with the built-in urge and drive to break out of bonds that are imposed on her by others. Thank God she is normal. Sbe was bom normal and will always rebel against and try to break out of confining boods imposed oo her, even if they are bonds of affection. She won't have to as our men m industry think, get to be 23 10 Eorty Homing Sessions years old and join a radical cmkm to be antagonistic and try to break rules which are imposed ee her by the bows wbo call them policies or rules, regulations, even if they are good roles and wise policies. Thank God she was bora normal. If you arc practical, you will sever forget that. Oh, we know too that people m post wtH strike out and attack wildly. Yon have seen them bavtn't you? They are hurt in an accident. You rush to them, to try to help them. And they strike out and th^r say, "Get away from tael" People haw bets hart in other way* Yon have seen them, when they bare bees hurt inside-- hurt terribly. Yon have seen them turn white. Yoe have seen them withdraw. You have seen them tighten up and then you lave seei than burst forth in a surge of auger and rage to attack you physically or verbally for having hurt them tf you ever forget that even for one minute, of any right-hour day on the job; you arc being impractical. Because destruc tive lager and rage will always result from injuries to self mum, pride, self-respect. Many men. traded unkindly by fate have nothing rise left m the entire w> rM but tbeir own self-respect. They will c l,t to the death if necessary to prater; ' ' ooe little thing they have left-self , cct. Nobody tikes to have his sell'-- --* low ered by anything or anybody, t.c t by supervisors who demand things ailJi be czn't accomplish and which will surely result in a sense of shame and inadequacy or by supervisors who assign work to us we are ashamed to be seen doing, or the supervisor who repeatedly threatens and nags. You have heard them rave, "One of these days there are going to be some changes around here." So that, even if there is a union, a good, strong union, there is a sense of per sona] affront, a lost of personal self-respect and we are unhappy. Maybe we don't pop off--because we need our jobs--but our unexpressed anger win express itself in some fashion against the supervisor who supervises so closely and keeps telling us bow to do things so much of the time that we are publicly made to feel competent and so m|td that we feel like saying, "Why don't you do it yourself instead of trying to make a big shot out of yourself by making me look like a nitwit;" or the supervisor wbo makes fun of us or makes.wise cracks or is sarcastic especially when we dare not retaliate directly. We an have a picture of ourselves which we like and we keep our mental fists ready to defend that picture from defacement, from anything or anyone In the case of supervisors who do things which might lower our self-esteem, we do retaliate by striking back through lies, whispers, rumor* spoiling work; doing anything we can get away with which will make them look ted a return. WE HIOE INADEQUACIES When there is danger that the picture we have.of ourselves and our self-respect might be defaced by the appearance of real, booest-to-goodoess, genuine inadequacies sad deficiencies, wc try to hide these defideadca and inadequacies from others because we don't want to be shamed in the eyes of others. But, became our own opinion of ourselves is more important than that of anybody else, we especially try to distract ourselves from our own inadequacies. And we try to cover up and hide our deficiencies from ourselves, and go through all kinds of defensive actions and develop all kinds of compensatory devices, including lying to ourselves as well at to others in order to make_ us seem the kind of person we like to think we are and which we can admire and not be ashamed of. Because all of us are so loaded with in adequacies, (so many of them), we are con stantly walking around with our fists up. trying to maintain our self.respect, We see this tort of thing in the six foot four, 250 pounder. He is easy-going, placid, softspoken. He has always had a problem since he has always been big. He was always twice as btg as bis friends, and even in being playful with a light punch, he knocked somebody down. These kids ran to Mama and yelled Mama, "He beat me." Now if he bumps into you accidentally--tad you protest--"Where are you going, you big lug. Trying to VaU somebody?" He doesn't take umbrage. He might say "Z am terribly sorry. I hope I haven't hurt you." His size has always been a problem with him--he is just a great big easy-going, hu man, St Bernard. On the other hand, you iiave the little human Pomeranian, haven't you, always It 1957 Motional Safety Congress ready for a scrap; HU sixe U a problem to him toa Sura. e little (cDm have to keep prov ing to other pcopfe^as well as to ourselves, "I am a man." This grot big mao doesn't have to prove it, he knows it. And any one can see it by looking. You sec that same sort ol thing in the homely girl, who uses too much makeup, bad taste is the way she dresses, or maybe she wears her skirts a little shorter titan they should be or her sweaters a little tighter than they should be or maybe she wiggles her rear end a little more than U necessary for walking purposes. She wants to be whistled at too. Being ignored is the most horrible kind of experience for any girl. She wants attention just Idee the pretty girl, even if it U aa undesirable kind of attention. The important thing U that she not be ignored. Being given a second look, being "whist!cable" is vital to the psychic life of wosnffi and there is nothing wrong is that. Ever wueuw has a picture of herself, re* gardies* of her beauty or lack of it. She knows she is just as fine and maybe a lot better person than her prettier friend who gets attention. You see self-esteem and pride defended by the girl who says, "Yes, I could be pop* uUr, too. if I wanted to do the things she does when she goes out with the fellows." You have heard that sort of thing She isn't talking about her girl friend. She is talking about bersdf and what she is hun gering for. You see it iu the man who says, "The dirty rat's got it in for me. He never will give me a chance.* Or, the man who says, "I could lave gone up the line. I could have bad some of those swell job if I had wanted to lick boots and polish apples. Now, here I am, but I don't want to be a stooge ar'yes-tuan for anybody.* You have beard it. You have seen it la the man who tries to hide a mistake from Ins boss, who says, "Why didn't you come to me and tell me?" If he had good sense, he would know why be had not come. You get it from the man who comes home and his wife looks at him and says, "John, what is wrong?" "Oh, nothing." 12 "What do you mean, nothing? It is writ ten all over you. Something has happened* Finally she comers him. He says, "Just as I was getting ready to go home the boss laid me out and he was going to town and it had nothing to do with me and he finally threatened me and my job. So I said, 'Look, I have got a wife and a couple of kids and I need this job, but I don't have to take this from you or anybody else. You know what you can do with your stinking job.'" Being understanding she might say, "There are some things you have to do for a job and some things a man can't take and remain a man. Tm sorry about the jot^-but a man has to five with himself too." Of course; he doesn't tell her he was tell ing the bou this while he was waiting for the red tight to change on his way borne from work. Oh, sure; as a supervisor you are busy. Maybe you don't feel you have the time to give people all the praise and build-up they need all the time. That a man is al ways after you for personal attention may irritate you. You may fed that you can't waste time looking for pretty pictures and overlooking inadequacies. NEVER SUPERVISE PEOPLE But, let asc remind you that you new supervise people. You have always known that supervision is never of more than ooc person at a time. The practical fact imam that the picture which this one person has of himself is the major key to understanding that man and what motivates that man and what is an incentive to that man, and it is the only guide to successful xma-manage ment. Just as their equipment Deeds continuous and corrective maintenance; so people need continuous man-maintenance It is the oil in their psychic parts. That is what makes them run smoothly. And whether you like it or not, whether or not you think it is a tot of foolishness and a waste of time, yoo have got to give them the attention and the build-up; and the praise and the psychic oil and the psychic maintenance that real lead ers of men always give their men. One of the marks of a real leader of ma Is an motional maturity. It is from the in fant, from the child, that we expect. "I watt what I want when 2 want it and I'm going to scream and yell and kick and I'm going Early Homing Sessions to raise hell until I get it." That is what we get from the infant and we call It in fantile behavior. Even when it comes from supervisor* and managers and executives it is still infantile and immature What do you think of as the mark of the real leader of men if these inadequacies require leadership? Is it the capacity for driving things into people? Is it the capacity to force and coerce? Is it the capacity to demand? Isn't it true that for you the mark of the real leader has always been secs in his special ability to bring out the best is men? The best in good men? The best in weak men? The best in men with whom others have failed? Not the capacity for driving things into them, but the capacity for bring ing out the wonderful things which are al ready in them? Of coarse; for some men their best is a tiny little best. That is all they have got to give. For some it is a great big bat. But for each man, this man who is considered a leader brings out that best of which each is capable in keeping with bis own specifications. If that is so. then we ought to begin as practical people to become less concerned with the negative leadership of being so con cerned with human inadequacies, so that we see only what is wiuug with people. We must oot permit ourselves to be constantly distracted and Winded by tbe continuation of a seerangly endless run of deficiencies and ineptitudes and what almost seems like a vicious effort to try to do things wrong. True leadership is not so much concerned with the negative of prevention of inade quate performance as it is with the capacity to brio* oot that positive, that best which is already ta them. Let me assure you that there has never been and there never will be a born leader. Ei-cry man that you have ever talked to or will talk to, who is now at the upper eche lons, will tdl you he had to learn his the hard way. That means that you can learn it if you lave any intelligence. Your major need is to develop that capacity to bring out that best m men, because every man knows just as you know, that inside him he has depths which have never been plumbed. As you well know, some of you who have been in service know, that men will fight and fol low and even die for the men who can in* spire them, motivate them and king out in them their best. We are hungry for men who will en courage us and make us more than just the mediocre; everyday, run-of-the-mill selves which we, left to ourselves, seem to de teriorate to. Ask yourselves as practical people what it is that your major problem iv Isn't it true that we are unpractical if we ever for get for a moment that loyalty to us and co operation with us are reciprocal reactions Which result from aa unshakable faith that loyalty and co-operation can be depended upon from us? Isn't it true that we are fanpiwtia] If we ever forget by our actions on the job to motivate men by giving them a feeling of being needed? You have heard some so oiled super visors, "Well, we got along all right for 27 years before you got here and we can still get along without you." What a way to motivate people to knock thonselves out. Isn't it rather just the other way around? "I need you. I couldn't do my job without you." Isn't that the thing that motivates you ---knowing you are needed? But we are decidedly unpractical if we ever permit the pressure of the moment to cause us to forget that sentiments and emo tions are the most important motivators of us afi. ' We are unpractical when we forget that all men, whether on a truck, in a store, of fice, or shop, all the men want from you. their bosses, is the same things that you want from your bosses, your superiors, your executives, your leaders. What U it that you want from your own superiors ? Whet is it that you want which you don't always 8? Every ooe of us wants financial security. Sure; we want economic security, but beyond that economic security which we may al ready have, we want an emotional and psychic security. And our economic security comes from knowing that we have a job which is sure and steady and an income which can be depended upon from year to year. But, psychological security comes only when our leaders give us a sense of trust and a sense of self-reliance, a sense of in itiative, a sense of equality as men, a sense of individuality, and personal dignity; 103" National Safety Congrats SUPERIORS MUST SUPERVISE la there one of at who does sot warn from hit superiors a tease of trust which comes only when we know that our supe riors never have abused their authority, never have taken advantage of us or pulled fast ones oo us,or tried to steal credit or pass the buck on ue for something that went wrong? Is there one of us who doesn't want from his superiors a sense of self-reliance and self-confidence which oocne only from the knowledge that our superiors believe in us and in our ability to do our job well and say away from us and let us do our job instead of bossing all the time and trying to ten us bow to work? Is there one of us wbo doesn't want from his bosses a seme of accomplishment which comes when .they don't just merely accept good work but express appreciation for work well done? Is there one of us who doesn't want a sense of initiative which comes only with the assurance from our bosses that we won't be pushed around if we try something and it doesn't quite work out and if we experiment and it doesn't quite jel we won't be made to look like fools but that our mere effort to use ingenuity and intelligence will be appreciated and encour aged? Is there one of us who doesn't want a sense f friendly equality as men? We don't want to socialise necessarily with the boss, but we want them to know and let us know, that we arc equal as men. That comes only when our superiors exchange m a friendly and informal fashion hundreds of little bits of all lands of information and comments and discussions about the Giants, about Eisenhower's health, about the Mil waukee Braves, about "Gee, they don't make a beer like they used to 30 years ago*--any thing, hundreds of little inconsequential things that express a sense of equality as men. Little things which next door nrighbon might comment on ia passing; Is there one of us here who doesn't warn a sense of individuality which cooks only when we feel that we are considered impor tant as a person to our company with a per sonal dignity and a personal pride in our desire to cans our way ia life honestly? So it is, with afi men and all women, is a realistic and practical fashion just as you need these things, every man needs from his boss, from you, this man-cumtemace whkh comes only from a sense of trust, a sense of self-reliance, a sense of accomplish ment. a sense of initiative, a sense of equal ity, a sense of individuality and personal dig nity ia order to be emotionally secure. I know that every one of you has a full and busy schedule every single day, but if you don't take time to make time to give men these things, things which you need and which you have always known your me* must need, then you are just too busy to be practical 14 PSYCHOLOGICAL TOOLS FOR SUPERVISORS SESSION TWO SUGGESTED earlier that it is my job handicaps make people more liable to acci 1 to try to say something or do some dents and it also makes these people more thing which might cause you or stir you liable to inadequate performance; and all to think. Let's see what happens when prac kinds of emotional difficulties on certain tical men think about things that they al kinds of work. ways have knowBL You know that nobody is perfect. You have always known that. Now, what does it mean when we stop to think about it? Where does our thinking lead us? We say no one is perfect That means every one of us ia loaded with ail sorts of inadequacies, all sorts of imperfections. Every one of us has things wrong with us. Ineptitudes, ineffectualities. DISCIPLINE CANT OUNCE HANDICAPS The fact is that people who are mentally, physically or emotionally incapable of keep ing up with the job demands are unsafe and inadequate workers. There is not a tingle thing that you can do about it No amount of punishment or what you call discipline is going to make the slightest dif ference in these handicaps. No amount of wanting or no amount of instruction is go If that is so, then it means that every one of us is a handicapped person, and every ing to change those physical or emotional or mental inadequacies. worker is a handicapped worker. Not just Are you practical? We do need discipline, the man who has tost an arm or a leg or that is certain. But, we don't need the pun his sight. Not so obviously handicapped, ishment which we substitute for discipline but every one of us is certainly handicapped because we don't know what else to do. to the degree of our inadequacies or im perfections. Yet, every one of us knows no one is handicapped on a job if he is placed properly, let us my, on a job that docs not require the use of a lost member or a weakened member. Sure, we need discipline which will control people and their performances. But what is youf experience with your kind of disci pline? This so-called discipline which is really punishment? What kind of punishment or discipline We know flat a man without legs can or warning or instruction wilt put a man's do just as good a job on a sitting operation legs back where they belong so they are as a man with legs; and a man with one alive and active and function like normal airo can run an elevator as well as a man tegs after he has lost them? with two arms: and we know that a man with a bad back can do just as good a job as a man with a tood back If he docs not lave to do heavy lifting. What kind of punishment will put strength bock into limbs which have become weak ened through illness or disease? You want men who are more stable and We know there are many jobs being done welt by so-called handicapped workers. We have at (cast one plant where blind people are doing final inspection of small parts-- more dependable and more reliable and more co-operative. Has your experience taught you what kind of punishment will make them more stable and reliable? Do you know completely blind--not partial but with total loss of vision. Some people are dangerous and accidentprone in jobs that require rhythmic co any disciplinary action which will give a man back his sight after he has tost it? Has your experience told 1*011 how much punishment and what kind of punishment ordination like oo a printing press. Others wili put a brain between a man's ears or are handicapped emotionally and do not have give him foresight or insight? control over flare-ups or depression. Others Do you know from experience what kind are handicapped mentally. And all of these of punishment, warning or instruction will ts WJ` Xational Safety Congress give a mu food sene or food judgment? Hat year experience taught yon that my land ol punishment will do say o{ these things that you want? We still call ourselves practical people and we still go ahead and dock then if we and lay thdn off if we an and we still fire them if we can, and we put little ends in ther personnel record and we demote then or transfer them all as disciplinary ures, and we still call ourselves practical men. That, despite the experience of 10^)00 years of work history in which pttnislunem has been used as a procedure which has never been effectual, and we still call oar* selves practical people control imposed oa us by those things which we believe to be right. If we bdaanc some thing to be right, we are going to knock ourselves out trying to do that which we believe is right Sure, this practical tiperiwe with hu man nature has taught as that we can't change it This uodnageabilky make* dif ficult problems. But oar most tftffireft prob lems arise as the result of fotgettiag to asc those things which w* hm always known. A PRACTICAL MAN Yoa know what aa hnpractial perm a. A practical man is a ma who tow hawed from 201, 30 jmrs of eapericaer what is Sure, many of the inadequacies of people can be dealt with by education, training wd placement But, our major problem of man* aging men and their human nature oa the job is related to the mental and emotional and physical inadequacies of people which just can't be changed, not by punishment, not by warning, not by instruction, not by anything. Yet our success as man-managers requires that we have a control, a discipline. But, we can't watch people eight boors a day, 480 minutes out of every work day, so our discipline must be the kind that wilt work even if we are not there. What controls you ? Are you honest only because you are afraid of getting caught, or afraid of being punished, if you are not honest ? That is ridiculous. You are honest primarily because you believe that is the right way to be. You believe that it is better to be honest than to pretend hooesty. You believe it is wrong to do things dishonestly and unethically and immorally. That is what controls your behavior--that which you believe. Instead of continuing to waste our time as men have for these thousands of years using punishment to control others, maybe if -*we are intelligent and practical super* visors and teaders of men, we will devise ways and assume the reponsibillty for teach ing them about our rules so that they say, "Hey, that is right I believe that" Once they have said that to themselves-- "I believe that" "That is the right way"-- you can go away and forget them because that discipline will be there. You have al ways known, as practical men, that the only real discipline is a self-imposed discipline, a aod what won't work. When a ana 4008*1 use that experience and ta his cipenearr has taught turn, be is ingwrtiral heomae he is sorely going to do the wrong thaag. Therefore, supervisees are rim mgeaccal in dealing with people It i* a anear ri time to look for whose faafe k . hat kg's put it this way. they have hone trained im properly. You have beta taught haveal yaa. "Dent go off half-cocked whan yon art doing with people?" "Be sore and pet ai the facts?" How sally cm yoa ge* Facts' Since when have die aaperaen yrdlms of people beta related to facts? You know that in your fife and as tor life of every eoe of the people yoa have ever dealt with, that the angomns proMesus of people are emotional pmNnmi jrrMnni which they make for themselves and for you as weS. a trying so adjust so the cooditioas which come to them. They are emo tional problems, sot hacDecnml or factual problems. Tbry make these problems them selves and for yoa kt trying to save face and in trying to aamtaia their stature and that picture they have of themselves as a We all have just one fixed and limited amount of psychophysiolegical energy we can expend at any ooe time and when most of that energy is expended in trying to sstc face, trying to maintain a load of --*'**---i security, we don't have much left for any thin* else. That is why psychologism tell us that we rarely use more than JO to 40 per cent of our potential. The rest of it is wasted trying to oaintiia oar itunc in our own eyes and m the eyes of others. 16 Early Morning Sessions Normal people like you and I do it We you telling us about the things that you long all do it If you don't you had better find for and don't get ? yourself a good psychiatrist There is some thing wrong with you. But we don't do it plaafully, deliberately or consciously. We do it automatically aod unconsciously. We do it by developing over a period of many years, a collection of habits, defensive; com pensatory, and protective habits that func tion so automatically that people perform a great deal of the time as though they were automations. Habits according to psychologists are our only perfect performances. Once a habit is established all it needs is a proper situa tion god it functions automatically. A habit is toe most perfect and efficient of all menoL emotional and physical performances. The habit requires no mind, no conscious- cas, aa waraea. It requires the least ef fort. We am danily all these defenses and xjmpmwatory habits is a thousand different atagarin. if we want to, but it isn't nccesaoi. f pac them in fear--cover-up, evasion, !!{ sod acgfect. And they are not muamfty urchain. Yoa can bet when a man When people live their normal lives, they apparently don't get enough kindness and attention and consideration and gentleness and understanding. We are all hungry for it. But there comes a time when things arc different. If I don't fed good and you are a friend of mine, you do have time for ma If I am sick, you take the time to find out whether you can do anything for me. When people are tired you try to be help ful, don't you? When people have sorrows you try to be understanding and kind and concerned about them. When people are ride, you give them sympathy and atten tion. You try to make things easier for them. You do things for them. You take the load off. You uy, "Don't worry about it. well handle it We will take care of things for you." You give them lots of at tention. I don't know bow intelligent you are. I don't know how old you were when you learned the value of sickness. I know my grandchildren learned awfully early. earnag he k covering up and evading; I can remember way back, long before tod when be k evading, he is covering up radio and tong before television--it was ai mciriag aod so forth. swell. Today it is even better. Papa comes They are all artificial groupings and you aa make ap a thousand more categories. Yob have seen these performances, these cover-ups. and evasive performances. You have seen the man who uses one land of home every night from the mill. He is whipped. He las hardy energy enough to eat and sit down and start reading the paper. . And then he dozes off. He doesn't lure time for us. Papa is tired. He works hard. defensive performance; the nan who is al But, if he comes home and Mary or John ways feeling bad--he is under the weather, there is always something wrong with him. Sure, you know these people; You run into ffiis man and all you say is a normal greeting--"Hi, Joe. How are you feeling?" --Instead of saying "Hi. OK" this fellow takes a tong time telling you in great detail about what is wrong with Ktm. nie is very sick, that is different He is never too tired to go in there and see them. And the sicker a person is the more con cerned he is. He even moves the television set into the bedroom and helps entertain, and you get ice cream. You don't hang asafetida bags oa your necks any more. You get ice cream arid fruit and funny books and Uama reads you a story. And every PfOPU NEED ATTENTION body coma and they send you little gifts, Our language tells us about how we think and your friends remember you and so on. and how we express ourselves and wliat How old or intelligent do you have to be hungers there are and we are always hungry to grasp the idea of relationship?" Sickness for things. When you say about someone; means attention. I am neglected and ignored "Oh, be is such a land person," are you catkang about him or are you telling the woetd. "I don't meet very many kind peo --especially if I have five or six brothers and sisters." Oh. brother, what a wonderful career sickness can become! ple." "I don't get much kindness." If it weren't for that sort of thing psy When yoa say, "Oh, he is so tmderstand- chologists would go out of business. Just kg." Are yoa talking about him or are what more respectable out is there titan be- t957 Notional Safety Congrtu Lag sick? What more caa you expect from a sick person than his best--which is less than normally demanded? "Gee, this man is sick but be still came down to the office." You have heard them. "Boy, look at that* side as a doc. but be still came down.*** He never gets attention and is ignored all the time except when he is sick. His sick* ness even gets praise for him. There are all sorts of variations on tbe same theme. You know the person who would rather be a failure because he knows that if he tries he might not make it. But he knows also if he doesn't try he can't fail and if he doesn't try and doesn't fail* he can always say. "I could have if I had wanted to. t could have beta a writer. I could have been`a musician if I had wanted You have heard them. Even before yon get started, they ay, **lt won't work. It's no good." They know it will fail even be fore you try it. Or, men who y, "How do you know it's going to work? I'm a mar ried man, you know. I can't take a chance; t have responsibilities." Imagine a man deteriorating to ehe ex tent of saying, '1 am going to remain a fail ure because I have a wife and children. It is not my fault ! am going to be down here and mediocre, but I can't try or take a chance. I've got responsibilities." A respect able out. You have seen supervisors whose tense it( unsureness is so great that even a good suggestion is unacceptable. If you could open them up and watch the wheels go round, you might hear something like this: "After all. a suggestion is an idea; an idea for correcting something wrong or Improv ing something. Well, f am supposed to be on tiie bail and know what is going on and apparently this got by me and this guy saw something wrong that needed to be corrected and not only that, he has the answer. Fur thermore he's going to put it on paper and send it upstairs. Like Hell!" Then of course, you have other variations. You have the private office syndrome. I won't ask how many of you feel that you should have a private office. There is a good reason for having a private office. You may say, "1 want an office because I earned it. 1 have been around here for IS years and I want an office with my name in letters IS indies high--gold letters. It is a sign of achievement A general gets five stars. Some guys wear stripes. I want an office. I worked 18 years for it" There is nothing wrong with that Noth, ing wrong with a man saying, "I wane a glass cage where I can lock myself a s people won't bother me" Out when a mas says, *T want an office because I wane to stt down and think where the phones and the noise and all these things won't bother as" Then you might my to him* "John, didn't you prove to the company you were an aw. fully good mu while out on tha shop Boor with all that noise and stuff? Why do you really want an office? It occurs to me, John, that people who have good sense try to stay away from and evade getting in volved in things which arc competitively too much for them. A woman who it homely and has good sense stays out of beauty contests. A man who has a big pot-belly and is over 60 and has flat feet stays out of foot races, whether at church or company picnics. A person who knows he is not good in mathematics stays away from getting involved in complex mathe matical computation work. That sounds like good sense. Do you want a private office because you are unsure about your capacity and ability for dealing with yoar people? Is tliat what you warn an office for? So you can shut yourself away from them? Is that it? Arc you afraid if they get closer and closer to you they will discover some things you would rather not have known about you? Is that what you are afraid of? Is that what you want the private office for?" Sure, you can say and honestly, "I want to be like those smart cookies with the crew cuts and the Phi Beta Kappa keys." They say, "We want a laboratory where we can do our experiments." Well* all I know is that if a guy's first experiment is no good he has to perform a second one. In other words, what he means by a labora tory is a place where he can make all his mistakes, then when he comes out in front of everybody, everything is wonderful I want a place where I can make mistakes too, and nobody will find out about them until I am ready." There is good sense in that. Why do you want a private office? Have you defended ts Early Morning St*siotu yourself by saying. *T don't want to shut myself away. After all we have the open door policy here." Then, somecce says to the man, "Why don't you go in there?" And he says, "You just dare walk in through that open door m4 sec what happens." Why do yon want a private office? Do yen fed so inadequate at dealing with men that you want to isolate and insulate your<df against them? WW DO yOU CRITICIZE? Yon know the man who is a constant critic. As a supervisor you are supposed to criticize point out what is right and what s wroeg and correct it and revise it But `here is the abuse of it, too. If your criticism has for its purpose to ;adi a nan, that before he gets into .rouble to come and see you so you can keep his out of it; if he gets into a jam, to come to yon as a friend and let you keep him from getting into further trouble--if t has for its purpose to teach a man tint he can learn to do a job and that you as there to help him, that is pert of your job and that kind of criticism is good. But, if it is for the purpose of putting a man in his place and letting him know who the boss is and who knows more around here, that is something else, isn't it? Sure, there are ways of being superiorOne of the ways of being superior is to look at a picture of yourself and to say, "1 don't quite like what I look Cke. 1 re mind me of you. I would like to look better. I am going to improve that picture of myself. I am going to try and work and grow and some day I am going to be superior to you." Or he holds somebody rise's picture up u a goal and says, HI would like to achieve to his stature and by study and hard work 1 am going to try to be better and superior." There is nothing wrong with that kind of superiority. But, there is a much more com mon way. You don't have to grow. A man can stand stilt but the smaller he can make you. the more he can tear you down, the bigger he is by comparison with you. He can even deteriorate a little. But, as long u he makes you smaller and smaller, he is still superior to you. And that is a most popular way of being superior. Are yod perfect? You say, oa Well, why.would you fight me if I said, "You know, John, you are not perfect." You say, "Oh, I wouldn't fight with you. Nobody is perfect." Now, let's see whether you would or not Certainly, I hope that when you come home and your wife asks you, "How did you like Dr, Roscnstein's sessions?" you will hon estly say, "They were terrific, wonderful." I hope you say something like that. Or some time later, if she asks "What did you get out of those sessions?", you might show her the complete set of these lecture notes. . She might take those notes and Bip through those pages and come to "No one is perfect" and she might say to you if she is a normal American housewife, "Well, Honey, you didn't have to go to those meetings. If you had stayed home and if you had listened to me all through the years--" Later on, maybe you would be sitting- over a cup of coffee she might say, "You know. Honey, it is a curious thing. Suc cessful business men take the time to re view performances and they bring in experts of all sorts to come into their business and tell them what is wrong with the way they operate and how to improve their opera tions. And this happens in big business, successful business, operated by highly in telligent people; they bring in the so-ailed experts as consultants to tell them how to improve; take a complete inventory of the way they perform and to analyse their various operations so they can do a better job." - "People don't seem to take that kind ot' inventory of themselves, the most important thing in the world to them." TAKE SELF INVENTOR)' She may say to you, "Honey, I hope you love me as much as you did when we first named and I know the longer we live to gether the more I love you. But, that is not because you are perfect but despite your imperfections. Now, there is only one way to improve The intelligent way is to be like business men. The most important busi ness we have is ourselves. W too should take inventory and do something about our inadequacies and ineptitudes. We can't ever be perfect but we can certainly strive for improvement.'* 10 7PJ7 National Safety Cengrett She may continue, "There is no one in the world who is concerned with you and your writ-being more than I--not even your parents. So, Hooey, let me ten you what Is wrong with you." She may giv* you a long inventory of your inadequacies add when she is through, being the intelligent man you are, you may say, "Darting, thank you so much. Note that you have made me aware of all my failings, now that I know what is wrong with me and all my imperfections, now I can really go to work and do something about than.** Isn't it interesting? We are not perfect. We admit it, but we don't dare permit any one, not even someone who truly loves us f say, they would be silly if they <d. Any intelligent older man who looks aromid and can say, "You know, with consolidations and with mergers and all these changes go ing on, 1 am not too sore of my job any more. When they consolidate or merge or move a ptar: from up in New down to Florida--you know what they arc doing. They look at me and say, *He has only nine more yean of service. Joe has 31 yean more of service if be wants to be with us.' You know whom they are going to taka. They are going to take Joe. But, the trouble is that Joe will have to spend 22 yean learning what I know and if you think I am going to teach him all I know you are craiy," to point out a single imperfection about which we might do something intelligent. Of course, we have others. One that I call the hardened arteries delusion. You never Hear some young lad of 19, a full back on the high school tarn or college team, walk around saying, "Oh, boy, I am just as good as 1 ever was.** It is always vmc dilapidated old goat you have to cany in and out of the shop who keeps oa an nouncing, UI am just as good as t ever was. They don't make mot Idee they used to ia my day. Mot of integrity! If you think I am going to be dishonest in order to up with crooked competition yea got me wrong." There is a good reason why he isn't mak ing the grade any more. But be can't my, "Look, competition isn't any tougher than it used to be. It may not even be as good as it used to be. It is just that I can't keep up with it I am getting older. My legs are giving out I can't move as fast My co-ordination is not as good--" He can't say that He has to defend him self by believing; as he thinks, "Why can't I keep op? Because people are not today like what they were. They are dishoocst They don't make men of integrity Ukc they did in my day. I am a man of integrity. That is why I can't keep up." Oh, what a wonderful way to defend the picture a man has of himarif. I have had people my to me. "Doc, I'll tell yon we have got a terrific problem. How can we get the older men to teach some of the younger fellows? They just won't." Out go the testacies in tint octopus com plex of apprehension and insecurity, to grab hold of and to hold on to everything that isn't nailed down, in order to be coded; in order to be lets expendable. Don that sound like these variations of defensive behaviors? Now, these things arc have been talking about, they are In the reahn of emntir*** aren't they? They arc emotional perform ances to protect and defend. And psychol ogists tell as that a true emotional state is truly a mortally blank state. It is a biolog ical fraction. EMOTING FOft MtOTSCTlON Psychologists and biologists will tell you that aa emotion is a visceral thing. You my say. "I love you with all my heart." But if you were telling the whole truth, you would say. *T love you with all my heart, fiver, kidneys"--aod it may not be so romantic to say, T viscerate you,* instead of T love you* bat h would be closer to the truth. Love is blind, yes. It is deaf, dumb and blind. When we talk about the human an imal. we cone closest to animal ia a state of emotion. Aa emotion is a purely bio logical performance. You have nd the terms. You have used the language. You have talked about the man who was "frown wih fear.** or the man who was "seared stiff." Hava you ever said, "I don't know why X did it, my mind was a total blank." A little later you were all right But at the moment--blank. You have driven down a wet highway or you have driven down a slick street and suddenly your rear wheels 20 Early Homing Settioni begin to sldd and you see somebody --"*"g to. your direction and you know be is going to hit you, and be Busses you by the thick ness of a layer of paint, and you tom to with, abide by and carry out a decision which you made when you were mentally blank, mentally at your worst, mentally no better than an animal?" yom passenger and my, "Oh brother. I aw him coming and knew he would bit us and if he had, be would have killed as both. But I wasn't the least bit scared. Funny thing, X knew what was going to happen and I was calm." Tbes yon reach for a cigarette and your hand cesnea up Sure you were calm. You weren't even there You were just a fnmk of meat be hind the wheel, and you began to get scared, whoa you ant oat of that Stas* of blankness into your first state of awareness. That is when you began to get scared. He might say, "Doc, I knew darned welt if I let you get started I would wind up being wrong. What do you expect me to dor "X don't know. Nobody knows all the answers. But, I know there have been times in your life when you have goee into your room, or gone somewhere by yourself, and prayed to God, If 1 could only have another itiitw,1 and what you have meant is, If I had another chance, I would do it better.* You have here as part of your job; the right to give yourself a second chance. Maybe If you arc ooraal, and I think you are, there are things that happen in a shop that ean cause you to blow your top, and you get mad and do things and threaten to do some other things. You have had it hap pen, and if 1 were to come to you and say. "Hey, Bill, I could hear jtm two filnrln away. Are you really going to do what you said?" You might say; "Well, Doc; you jot try and stop me." I'd say, "Not me I am not going to try and stop you. I am as ioaocent bystander. I don't want to get hurt X am going to stay away. But are you really going to do it?" "You just bet" the thing to do is bop the guy as you plan. On the other hand, what you can do now drat you have cooled off a little Is think." And as a result of your thinking, part of your thinking may ask, "what is it that I want to accomplish with this cookie which should be more than just slapping him down and watching him bounce?" You have the right to give yourself a second chance and no man ever tost stature who said, "I think rfm is a pretty good decision I made the first rime; but if 1 went at it a second time, I think X could do it better, and the third tim* X could do it still better." And you have the authority to give yourself a second chance. "Is it all right if I ask you a question?" Only the nan who knows that his first "Yes, but don't get involved." "1 won't. But do you remember our training program for supervisors?" "Sure:" "Ronember, about four weeks ago we got involved in a problem refarting to osotions and everybody had to bring to class experi ences of emotions when they went mentally blank?" "Sure." "Remember you lad a couple of good sit uations at which you were emoting? You were scared to death, blank, you couldn't think, you didn't know what happened ? You just sat like this?" "T." . decisions are perfect, who can never im prove--only that kd of stupidity causes toes of stature. You can go to the man. You can say to him, "Joe, that was quite a thing you pulled this morning. There are some things that make me fighting mad and that is one of than. 1 want to see you in toy office at two o'clock. You and I are going to have this . oat so it doesn't ever happen again, with you or anybody rise. You can do that You aa give yoorself that second chance. What about your workman? If be is nor mal, things can get so wound up for him so that he too can blow up and ted you exactly what he thinks of you sod the whole damned company, aod oonsai people do "Let me ask you something, BilL It seems to me that what 1 just beard would prove that you were --''-g pretty good. .Are you going to force yourself to live that from time to time. He, too; is un happy about his performance. But if you think for a moment he is going to come to y*t* crawling oo las knees for that job, you 21 195? National Safety Congress don't have a right to your job u a super* visor of men. He is a mas, and even though he has a wife and kids and even though he needs the job, the first thing he is going to do is remain a man. SUPERVISOR CAN GIVI SECOND CHANCE If you are the true leader, it is your job again, to come to him and give him his second chance. He can't say to you, *`Hey, bos4. that was quite a hassle we had this morning. I want to see you at ray bench at two o'clock this afternoon. We are going to have it out to it doesn't happen again.'* But you can and must say to him. **1 want to see you in my office. We arc going to have this thing out." It is your job to go to him and say, "Jim, you knew that was quite a blow off you hai Even the steward would bade me up if I throw you out of the job. t want too see you in tne office at two o'clock.** He may say. "We don't have anything to calk about, if you are going to fire me. fire me" And you can insist "If I want to fire you, I don't need your advice or per mission. We are going to talk this out, find out what it is eating at your guts so much that you are willing to lose the job cor it. It must be something awful." You can give that man his second chance, and you must if you are really his super visor. You have goe to make it easy for him to clear the air and still remain a man. Now, we come to this business of NEG LECT. I have asked this question from one end of the country to the other and I have had young men and old men and young women and older women who came up with the same answers. I have said, "Look, we know you are concerned with your health. We know that you are concerned with all aspects of your health. But, suppose you had to make the tragic choice as a couple of parents did in Chicago a couple of weeks ago when they had to choose between permitting their child to be operated on or die. and their faith wouldn't permit the surgery. Their religion did not permit cutting of the human flesh. Can you imagine the tragedy of having to make that kind of a decision ? What happened of course; was the child was taken away from the parents, made a ward of the court, and the Judge ordered the surgery. But; it still didn't pkase the parents. Suppose you bad to make a tragic choice. Suppose you couldn't have a need mind in a healthy body. Suppose yon could only have a sound mind or a healthy body. Which would you choose?" Invariably they answered, "I woold rather have a sound mind. Sure; I would rather have a sound mind. A healthy mind." Well, you watch your diet If you have good sense you see a dentist a couple of times a year and if you have good sotse you sen a doctor at least once a year. And you take some kind of exerase, to keep yourself in shape, not to become a profes sional athlete. You do all sorts of things to stay physically writ You lean and use the principle* of phy sical hygiene la order to keep yourself in shape' and healthy. You have a family physician whom you call up every ooce in a while and say, "Say what about this?" Do you have a family psychiatrist or psychologist? Do you see one of them ooce a year, maybe, for preventive eare? You don't wait until all your teeth are ready to fall out before you go to a dentist. You don't wait until you need nujor surgery before you see a doctor. Do you Have to wait until you arc ready for a straight jacket before you see a psychiatrist? t am not exaggerating. Talk about neg lect--12 per cent of the boys drafted for the Second World War were rejected-be cause of emotional disturbances. They were emotionally unable to adjust. Of those boys admitted to all the services, army, navy, air corps and narina and so on. between 30 and 40 per cent of all those boys who were discharged for medical reasons were section right boy*. Psycho*. Betwen 30 and 40 per cent of all the boys ffiacharged for medical reasons were psyches. I don't know wtm the figures arc m your community, bat we have hard far years and it is Ail! true, whether it is 90, 80, 70, or 60 per cent, but year deeaevs say that more than 50 per cent of the people who go to doctors* offices caapluric ri physical aches and pains, don't have a tfceeg wrong with them physically. 22 Early Morning Sessions Where are these people? They are not in institutions. I will tell you where they are. They are in this room, in your offices, your shops; in your homes; m your church, in your club. They work with you and for you; they supervise you and they are your subordinates. That is where they arc. They are trying under the stresses and strains of :hrir lives to make adjustments to the bat of thetr ability. DEALING WITH MENTAL HEALTH You may say, "Well, what do you expect me to do about it ? 1 am no psychiatrist and ! don't want to be a psychiatrist," My answer is, "Mister, I don't care what you want Whether you like it or not, you arc dealing with the mental health problems and tbe maladjustment problems of your men and women who work for you and with you eight hours a day on the job. Whether you like it or whether you doo't like it, you ought to find out something about it, instead of just kicking it around and ignor ing it" Don't tell me that you are not interested. These things are eating your heart out every day. You have seen the hot-shot Don't tell me you doo't know him. Con ceited, care-free, over-confident, over-activ^ over-friendly, egotistical. He will tell you bow to run the whole department. He chances just for the Hell of it He knows all the answers. You know that fellow or girt You know the other extreme. Little boy blue. Life is real; life is sad and life is earnest for him. He is always unhappy. Things are always going to the dogs. Things are never going to work. Things are always going wrong for him He has all kinds of problems and conflicts his mind is not on his job but on his troubles and problems. You know Dangerous Daa the paranoid man who is always being poshed around, always getting tbe dirty end, the dirty deal, always being persecuted or taken advantage of by somebody. His mind isn't on his job cither. He is always looking around to see where his supervisor is. If a couple of people are over there be knows they are whispering about and be is going to take care of them tax one of these days. And le is dangerous became be often attacks his imaginary persecutors. You have a big mass of neurotics. Adult children, they have all kinds of problems; they need special consideration; and life is dull; and they fed sorry for themselves; and they pull hair and quarrel and they have family troubles and tnooey troubles and marital troubles and they quit and then they beg to come back and they never leans their lesson and they quit again and come back and quit again. They have always got something going wrong. They arc always complaining. They come to you with their psychological cuts, bumps and scratches and want you to kiss them and make them welL You are the Papa for them. You have them. Maybe you don't want to be a psycholo gist, but you are working with these prob lems right hours a day and you are working with psychologically-induced sickness and illness and that is not such a rare thing either. Permanent and temporary tit health is common and the physical manifestations of it are common. You have seen ail the figures ou the board. Talk about this busi ness of a lump in the throat, pain in the back of the neck, ulcer-like pains and gall bladder-tike pains--50 to 80 per cent of those are not 'physical Gas. Despite the laboratories who make the firs stuff 90 per cent of gaa pains are up in tbe head. Nicety per cent of it is emotional. Dizziness, 80 per cent. Headaches. 80 per cent Constipa tion, well over 70 per cent Tiredness, more than 90 per cent You are dealing with those problems every day. You have all sorts of people. Yon have the kind who balk against the restric tions; the kind who get into trouble when you put the pressure on them; you have the alcoholics and tbe gamblers and those who come in late and make up for it by leaving early; and those who get rick oo Mondays and after holidays and at tbe opening of tbe hunting and fishing season*. You have the men who make passes at women and the women who are unhappy because nobody is making passes at them. And you Imow women who spend much of their time is the rest roesa-- One of tbe big contributions 2 am going to make one day, after I do some research-- some day I am going to find out what k 23 195? Sationat Safety Congress is that women do in the rest room two at a time, which men can do one at a time. Have you noticed that? You can't change human nature, and you are not a professional psychologist, but you have got these problem with you every single day. If i\ is true and apparently it must be true, because the very same answer to the question comes from everywhere; "If we lad to make a tragic choice between mental health and physical health, we would choose mental health.'* 24 If that U so, what are you doing about your own mental health? You don't expect to stay physically wdt by Ignoring your physical self. Why do you think you are going to remain mentally well by ignoring your mental health? Most of your problems are in that area; most of your personal problems and most of your problems of man-management and supervision. It would seem to be intelligent to learn the basic principles of mental hygiene and to use them. 1 recommend that you do to. MENTAL HEALTH FOR SAFETY AND PRODUCTION SESSION THREE It/ fc HAVE been about being tt practical. Aren't you bothered when things are going on all armmd you and you don't know what is going on? Don't you go around wondering or asking people, "Hey, what is cooking?" What is your t rouble ? Nothing. You just want to know. Do you forget that eight hours a day on the job your men want to know. They are anxious to know what is going on. They want to know about hundreds of mmgty insignificant things, which might or might not affect them. There are always things going on. Somehow, people are not afraid of any thing so much as not knowing what is going on. What is going to happen? They want to know how business is. They want to know whether they are doing a good job. I am sure that many men in these last three or four days were worried about what was going to happen because the stock market was going down and maybe there might be Layoffs. As a matter of practical fact, if you don't tel! them, there are others who know the needs of human nature as well as you know then, and don't forget them and who are therefore quite anxious to tell them, and will tell them, and because people are only capable of thinking with the information that is given to them and because some sources of information are anxious to pro vide only warped and twisted information, it is important that you let people know and keep them informed. If you forget that on the job, you arc being impractical. Do you like to be left out of things? Have you ever forgotten on the job that people arc gregarious? It is only the screw ball hermit who wants to live off by himself somewhere. People are hungry to belong to things, to be attached to things, to be iden tified with things that are important and worth while to them. They want to be part of something. That is wby they will join clubs and join lodges, and that is why many of them join uruoos. eves if they don't have to. They want to know if there are going to be lay-offs. They don't want to be left hanging in the air. Even if it U bad news, the)* want definite answers to ail sorts of questions that are bothering them. They need the assurance of definiteness. That Is one reason rumors get started. Rumors are the answers to all the questions they have on their mind. They may be the wrong answers, but they are definite answers. That is why it is necessary to let them in on changes that might be p**""**4 That is why it is necessary to explain changes are being made and what might be ex pected as a result. Every one wants to be in the know. Everybody wants to know what's cooking and what's stirring. And you are never going to change it by raying, "It is none of their business. We are naming this outfit,** as f have heard people ray, and maybe you have used that kind of language too. Few people are outstanding or have achieved the great things. Yet. they all want and need something to be part of, to brag about, to be identified with, so that they can say, "1, too, am one of this fine group." Some of you wear spot pins in your UpeL Some of you have a chain with a key on it of some kind, and most of you probably have cards in your wallet inrfo*+ing you are members of something. You doo't wear the spot pin because you are ashamed of it You want to be identified with it When you walk down the street, you want people to look at it and recognize that not every body can wear one of these. You can. You have achieved something. You are part of something worthwhile. Nobody wears a pin that says, "I am a paid-up member of the Amalgamated Order of Thieves, Gunmen and Murderers. The pin you do wear represents things you are 25 I 1957 National Safety Congress proud of. People could Just as well be proud of their jobs and their bosses and their departments and they would like to talk about them as well as they talk about "my lodge" or "my club" or, "my team'' or, "my kids." And roes have bragged about, "My boy is the greatest guy in the world" and "Boy,! sure do work for a swell outfit." PRIDE IN ONE'S COMPAQ There is no reason why they can't be proud of their department and the fellows they work with as they are proud about their bowling crowd. I think it is a worthy purpose to give men pride in their company and their jobs. If you are forgetting to make that an im portant part of your job, there is something wrong with the way you operate and you are being impractical, because nobody lives in a vacuum. Nobody is your department lives by himself. Everybody is part of a social group, a crew. gang, department, and everyone in your department is bound by a powerful workers' code of the proper ways to perform in order to be considered O.IC, and in order to be accepted by his fellow workers. Men don't want to be considered anti social by their fellows, so they tend to be and do what is expected of them by that unwritten code which maks them part of and identifies them with the rest of the gang, with the rest of the men in the or ganization. And they want you to think well of them, too. They* would like to belong with you, too. But. they don't have the capacity by them selves to work their way out of the dilemma which you have permitted others to force on them. As a result of management neglect and other groups' very active proselyting they have been taught, haven't they, that if you are going to be a good tabor man, you have got to be strong anti-management, and it you are going to be true to the com pany, that means you are going to be anti labor. They haven't been taught that labor and management are two facets of the same thing and that what hurts one will hurt the other. They haven't bees taught that and if you neglect to teach them that, you are being impractical. Because, you are not facing the realistic facts of life os the job. 26 To me, that is a major managerial prob lem, and worthy of the attention of the best of brains in management, because it is an obvious fact of good human relations that if what you are after could be made part of their code--if bang a top producer or safe workman or a co-operative workman were made a virtue among men, then men would try to live up to that picture they have of their good workman just as you try to live up to the picture you have of a good supervisor. And it should be you who should be providing the pictures for them to live up to. "Going along with the boys" and "111 stick with the rest of the gang," can be a roost important asset, if the boys or gang are going in the directions set by you. They want to belong and if they can't belong with you, because you, like most brass are so tied up with important things that you ig* nore them, you are going to have trouble and you arc impractical because there is no more important thing that you have around your shop than men. That is why oa Sun day when you have all the same equipment and all the same machinery and the same buildings and the same rent and everything is exactly the same, you are not turning out a single thing. You arc not making a nickel because nobody is around making money- lor you. If you ever forget that, you arc being impractical. PART OF THE GROUP If they can't be attached to you because you are too busy with important things, they will find others, or rather, others will find than and attach themselves. You just let. They can't float around in a human rela tions void or psychic limbo because human nature demands being attached to and being part of worthwhile things. Do you know why you have your job? If you don't, you are impractical. Every body ought to know why he is around, be cause nobody has much sense of security if he doesn't know whether he is needed or not. The only reason why you have--well, there are two reasons why you have your job. Certainly if we could get everything we need from our workmen without leaders and supervisors, we would oot need you, w' uld we? We could just ship the orders to workers through the vacuum tubes and they would get them and'do the things nec Early Morning Sessions essary. But that Is not how we operate because we need people with foresight and pbufulness, and administrative ability and coordinating and integrating ability. We need people who on see ahead and organise and get others to cooperate. That Is one reason why you will always be needed. That is one reason for your job security. Supervisors arc needed to make up for the difference between whet we have got to have and what people can give us with out you. Yew have got to make up for that differo*.e, So. don't ever be unlappy because people arc not giving you what is needed No, your job is to add that little difference. The other reason for supervisors is that most people don't have any particular goals in life which on be expressed dramatically. All we want to do ia live and make a living. We want security, fore, but we don't want any bother, too much pfasatag for it or striving for it and so so. A lot of my friends arc engineers and a lot of good engineers spend the major poruoq of their professional fives trying to discover ways and means to overcome in ertia which is a natural property of all things in nature and that includes human nature. Human nature, like all things in nature, is loaded with inertia and for that reason we may expect people to be basically drift ers and just go atong exerting as little effort as possible beyond that which is abso lutely necessary to maintain themselves. SUPERVISORS OFFER INITIATIVE Don't criticize your people for lade of initiative or foresight. People don't have push. Your job Is to give them a little push. You were chosen because you have that little initiative People don't have initiative. Your job is to try to stir up a little. They are not self-starters or self-drivers, and your job is to urge them a little tut, push them a little bit, provide the urge for them to go along by themselves for a while, while you are trying to devise new and different ways to motivate them again and again to try to provide a continuum of effort. Don't let it irk you to have to fight con stantly and push to fight the problem of human inertia. It is part of nature and if you doe't like it, you are trying to bock nature. You are trying to resist Ihc universe and what you should do is tiiank God for it, because if people weren't loaded with inertia, you wouldn't be needed, because they would have all the initiative needed without you. You have security because you arc needed to make up for the difference be tween what normal people can give and what is needed. If you ever forget those things, you arc impractical. You know people who arc always bucking you when you try to change things. We arc afraid of new things. Wc arc insecure with new things. We don't know if we can or how to handle then. Even if the old ways arc uncomfortable ways, wc have already adjusted to them and we are accustomed to them and we can go along with them. But, we are afraid of new things because we might make mistakes and might get into trouble. We might be criticized, maybe wc won't do so weiC and wc try to avoid those kinds of situations. We are afraid of new things and wc resist new things. Many of us who had to quit school long before wc wanted to, be cause we had to go to work and bring money into the household, seem to have an over-developed soase of sympathy for those who quit school. However, most people stay in school only because the taw forces them to ray ia schooL They quit learning long before they quit school. They hate school. They hate teachers. They hate learning. When you come along with something new and they are getting along comfortably and you insist they learn something new, they will hate you and buck you and fight you and resist you and if you ever forget that, you arc being impractical You could provide similar examples of dungs which wc have always known and forget to use them on the job, and therefore arc impractical. Nobody is perfect Every body is a handicapped worker. Everybody needs praise and buildup and maintenance^ psychic maintenance, and we all use habits of cover-up and evasion and emotion and neglect Everybody wants to know what U going on and everybody wants to belong to sometiling. to be part of something they can be proud of and five up to. People just don't 3f 1957 National Safety Congress look ahead. We art not self-starters or self-driver*, and we are all loaded with inertia and afraid of new things and change and we resist it. Last but not least, just like you and just like me, normal people will remember small hurts for a long, long time. They will brood about them and enlarge upon them and per mit them to fester and poison their souls. PEOPLE FORGET FAVORS Normal people will remember small hurts for a tong, long time, and forget great big favors almost immediately. If you ever for get that, you are being impractical and don't belong in a job supervising men and women. They will remember smalt hum for a long time and forget great big favors immediately. Well, those arc a few of the symptoms of normal human nature ia action. Whether you tike it or not, you can't change it Where docs that leave us? Does that mean that every one of us should quit our job* and go back to college and get a PK.D., ia psychology ia order to be a foreman? You know that is silly. But maybe we ought to again talk about being practical. If we were to remember all the psychology we already know and use it; if we were to realize what good practical psychologists we already are and use what we know on the job, maybe we would not have to worry about profess!octal psychologists and psychi atrists and all these other things. We don't expect you to be a psychiatrist any more than we expect the industrial nurse to be a doctor. But we expect the supervisor with intelligence to be able to recognize something when he looks around and says. "! wonder what the Hell is eating John today.** When tie thinks that, he has already said, there is something wrong with John, just as he might have mid when he hear^ a squeal or knock in some machine, "This needs attention of some land." If he would use what he knows he would already my, "John is not himself, maybe I ought to do something about it," In the same way that the nurse recognizes those things that she can do and that at a certain point she ought to call for some better skilled professional help--the doctor--so, the supervisor can do some things about some things but should also be able to recognize the point beyond the simple counselling stage which needs highly skilled professional advice. After all, psychology is a branch of study which is concerned with people. Psychology is concerned with what people do and how they do things. Some psychologists arc con cerned with interpreting why they do things, trying to discover ways of controlling, guid ing and directing the performances of people; changing the expressions of this boman nature, knowing we can't change human nature itself. Certainly if you would get two welltrained psychologists and they were to sit on different sides of the room or in little cubicles separated from each other and they were to observe something going on and if they were well-trained, and you examined their notes afterwards, you would discover they were almost duplicates of each other. But, when it comes to interpretation, what this, behavior means, if you get two psychol ogists together and they agree, I would like to examine them, because they need psychi atric care. There is something wrong. In the same way that two good psycholo gists don't always agree, you and I might not I might come into your department and say, "Vince. I have been studying this safety problem for 20 years now and it seems to me some of your guys should be wearing safety goggles." You may say, "My boys ain't going to do it.** I might say, "What do you mean? I know the old gags about the rims get grimy and irritating and get ail fogged up and that they cut out lateral vision. But that is silly. You have got to choose between goggles and losing a couple of eyes and the men wtH do it." You may say, "No, they won't.** And I might say, *1 am a psychologist I spent 20 or JO yean of my life learning what I know about people and If handled properly they will.** You may say to me, "Well, Doc; with due regard to all your degrees, study and obser vation, I have been working with these boys 35 years, 12, 14 and 16 hours ewry day, and they ain't going to do it** Yoe could be right, you know. If your conclusion Is based on and your interpretation of what might happen is 28 Early Homing Sessions based on observation and study of these people, year interpretation is as valid a psychological conclusion as anybody's, maybe better, because it is based on more and con tinuing observations. Weil, that is being a practical psycholo gist, being able to interpret what might be expected based on study, observation and experience. When this young mother who has had maybe two years of high school, who has two or three tods, and is playing bridge with her girl friends and says. "Pardon me, girls, I am the dummy hand, I want to take a look out bade The kids have been too quiet for two long.** She is saying, "t am a practical psycholo gist without benefit of diploma or Phi Beta Kappa keys. When they are running around making a lot of noise, they are a nuisance; but when they are too quiet for too long, there ought to be some investigation.'* That is bong a good, practical psychologist. You just bet, Americans have their owa psychology. Every people has its own social stereotypes and approaches to things. We are a ration of gripers. We fed we have a right to express our opinion about anything and we would tike to see anybody stop us. We will gripe. So, along comes some smart cookie and says, "We don't want to have any more lost fingers or lost hands." Some of you remember Art Secord. He tells a story about his father who had a shingle mill and the way he would hire men. He would have them hold up their hands and he would look at them and if you had all your fingers you were not even an ap prentice. Because if you work around that industry, the longer the experience, the shorter the fingers, and an old timer--no So our employer says, "We don't want any more of that from now on. We have spent $38,000 and we have bought a bunds of wrist cuff pull-away guards. From now on, when this iaufe comes down or the rollers come around, your fingers are not going to be pinched or cut off. They are going to be pulled away." Sounds good doesn't it? Do you know what is going to happen if you are working with a btmeh of oka; clean-cut American boys. Somebody is go ing to ay. "Wrist cuff pull away guards-- hell--things aren't tough enough. Now the rats are going to shackle us to the damned machines." Then, you put in a public address system because now we don't build plants high, wt build them horizontal. So we ay, we are going to put In a public address system and somebody is sure to ay, "Public address system! These white collar, yellow-bellies are afraid to face us. Now, they are ping to give us orders by remote control." You put in a music system and you know the old one. Somebody is sure to ay, "Sure, those wise guys found out chickens lay more eggs or cows give more milk when they put a radio in the barn. You watch and see. They are going to start the music every morning real slow and then gradually as we go through the day faster and faster and faster." You know, if you don't get that; there Is something wrong. You know if you do any of these things and they arc accepted quietly with a loud brooding silence of acceptance --that is where you have got trouble--not in the griping. In Oucago near the Newberry Library, there is what we used to call Screwball Square. They let people pop off as they do ia New York in Columbus Greta. They let them get rid of their hostility, get rid of their aggression, get rid of their griping. We give them a chance to do that because we know it is important for people to do to. But not around a shop. If you hear a lot of gripes around you may feel it means there is somebody you have got to get rid of. If so you are* trying to change human nature. You want to keep them all bottled up until the valve is not strong enough to bold it and it blows. That is not good sense. It is sot good, practical common wim, That is not being a good psychologist. SCIENTIFIC PSYCHOLOGY Certainly, practical psychology is impor tant but scientific psychology can help you too. It can describe some things you should expect as a oormal or abnormal. It can give you guidance about how to deal with many of that things and bow to prevent them. It cut give you guideposts to the understanding of these people you deal with, by describing accurately many of their attributes and limitations. 29 1957 National Safety Congress It can describe to yon where your de mands are impractical and unrealistic be cause you don't expect enough or you are unrealistic because yon expect too much. Bur, psychology cannot give you a cut and dried list of human acta and controls which you can memorize and apply like a mechanic. There is no such thing, it can't give you the intelligence. It can't give you the insight. It can't give you the interest or the desire to do a better job than you have done before It can't give you the clinical insight. ' We are fortunate in that we have good medical schools no matter what pert of the country we come from. Maybe you know a couple of young fellows who graduated just last June. They were the leaders of their class for several years. They were not just outstanding students. They were brilliant men and the school was proud of them and know that one day they would make their mark In the world. Maybe a few months before graduation their deans or their counsellors called tlicm and said, "Welt, gentlemen we are sorry you are leaving. Your complete records show that you both came from the same little town and your folks were hard-work ing men, and they wanted you to Itave an education. We know you fought your way through grade sdtool together and fought through high school. You fought for the same position on the basketball team and you scrapped with each other regularly. You quarrelled about the nine girl, but you were always good friends, the best of friends. If one of you had a 40 jalopy you both had a jalopy and the major quar rel was who was going to drive it, not whose jalopy it was. You went away from your mill town to college. You shared the same room and the same books. He who was up first was the best dressed and alt tJiat sort of thing. When you get out of medical school, you will hive attended the same classes, have had the same instructors, the came labs, tlte same instruction, under exactly the same type and the very same kind of conditions. "Tim, what do you plan for yourself? Where do you want to go? We took for great tilings from both of you fellows. We are proud of you and are concerned about your future. Tim might say, "Well, you know how fellows do around medical school. They all start out knowing they are going to save the world. "Joe was going to be an obstetrician and l was going to be a pediatrician. He was going to bring them into the world and I was going to keep them here. Then be discovered that women seem to have their babies at four o'clock in the morning, espe cially when there is a big blizzard blowing and since he likes to sleep he was through with that. I deckled once to be a skin man. Nobody ever gets cured from it; nobody ever dies from it and you can steep as late as you want to and there is ooly one fatal skin disease. "But. truly, 1 always dreamed I would love to be a surgeon. I would like to be the man with a scalpel in my liand. But only If I thought I had something more than the run of the mill medic to start with." The professors may say, "That is a for tunate choice. We have always thought that surgery was the direction for you and had hoped you would go ui that direction. "Joe, what about you?"--and Joe might say, "Well, when my girl dumped me I thought I was going to be like Schweitzer, be a medical missionary, go off in the jungle. Then l met another beautiful little nurse and I think I am going to stay here, but, I am not like Tim. t don't care about this business of cut-and-dried stuff like the surgeons do. Once you have done tliat ap pendectomy they all look practically alike to me. I like mystery. I tike to look at something that nobody knows what it is, can't figure it out. I tike to try to solve that mystery. Tie tilings together into a syndrome and make a diagnosis. I would love to get into internal medicine and diag nosis. "Yes, you both have made the most won derful choices." These two young men might go away and 20 years from now you discover that one is a great surgeon. Ameeg his fellow surgeons fie is looked on as out standing. And the other is looked ou as an outstanding internist." Did the medical school make one a sur geon? Did it make one the internist? Hardly. They got the same education at the very same time, under the nine condi tions, by the same men, in the same tabs, same classrooms, from the nine teachers. What happened? JO Early Homing Sessions The medical school apparently gave both of than exactly the same guideposts to the practice of medicine and that each had to take from himself, from his own tempera ment, his own personality, his own personal interests to guide and direct his energies and his knowledge. Certainly we don't expect to make you a psychologist m one easy lesson, but It scans to me that we would be remiss if we did not try to give you some guideposts which you could throw away or do something with, think about, study and then from your own intelligence; your own temperament, your own personality, your own interests apply these things in your own way to your own practical problems. GUIDEPOST NUMIEJt ONE It is normal for normal men and women to be dissatisfied and discontented. Not tathappy. Just not satisfied and discontented The only reason why you or anybody else ever does anything is described in a basic law of biology to the effect that every living thing most adapt itself, must fit into and constantly adjust to the changing condi tions which come to it, and solve the real istic problems of living which are forced on it or die That is the basic law of life Every single thing a person does and every single thing a person thinks is based on his own per sona! effort of trying to better adjust to those conditions which come to him, over which he has no control. The basic reason why you do things as you do, why you think as you do, why you perform as you do, differently from all others, so that you are recognized as a distinct and different personality, is a simple one. The condi tions and the problems of life which come to you are never the same as for anybody else. And so if you are normal, you should adjust in a different fashion. All men have organic and physiological and economic and cultural and social and spiritual and psychological needs. But the conditions of living are never ideal and these human needs and human wants are never readily fulfilled. We all go through the process of trying to fulfill and sat isfy these needs and these wants--and to try to make up for the differoice between the needs and the degree to which they have been satisfied. It is that portion of the need which has been left unsatisfied which produces the dissatisfaction and dis content. Oh. we can go into all sorts of examples, some of thou profound. The most simple one is in the economic area. If you need $300 a month that win barely satisfy your economic needs and you only earn 250; there is a difference of $50 be tween die degree to which that need has been satisfied and what is needed You go through all kinds of behaviors trying to make up for the difference between the need and the degree to which it baa been satis fied. Maybe you ask for overtime. Maybe you try to get a job over weekends or oo Satur day. Maybe you try to get another job at night Maybe you try to reduce your budget so you can live within the $250. Maybe you go out and steal. Whatever ou do, you go through all kands of behavior to try to make up for that difference and our lives seem to consist of trying to maintain a sort of unstable, un balanced equilibrium between needs which are not completely satisfied and new needs which are constantly arising, trying to maintain equilibrium and stability in the face of unstable and uncontrollable needs. So, no matter how complex, no matter how confusing, no natter how stupid or irrational the behavior of some people may seem, you may be sure it is based oo their attempt to satisfy personal needs. Often, you yourself have done something or said something and before you are barely started or before it is off your tongue you want to retract and say, "No, that is not what I mean. I wonder why I said that? You know 1 know better than that. Isn't that the craziest thing?" Sure, a moment later, an hour later, or a year later you know better, but at the mo ment when the donand was on you to sat isfy the needs of the moment that was the best you knew. A moment Eater you know better. Now, since complete satisfaction requires no adjustment, and since adjustment is a basic law of life, and since the mere effort to adjust, which means change, indicates dissatisfaction, or the mere thought of change denotes dissatisfaction, it is normal 31 195? National Safety Congress for normal men to be normally and coo* sleet and snow and flood and all sorts of tiauaily in a state of dissatisfaction. terrible working conditions. Men don't like to be bossed by men. Most men are honest men. Most work* men are honest workmen. When honest workmen take jobs, they expect to carry out all the demands of their job if they know what is to be expected of them and they will do so, if they agree to take their jobs with the full knowledge of what is to be expected of them. GUIOBOST NUMKR TWO When a man says; "That ain't up to me," when a man says, "Hell, I don't have to do that for anybody" or "I don't have to take that from anybody," or when a man says, "Why don't he keep his nose out of it, that's not up to him?"--he is saying to yoo that he feels imposed on. That some* body Is pushing him around. Somebody is getting into something that he considers is in his own province. He is telling you chat the bade guide for all supervisory practice, is a complete and detailed job description which completely delineates job duties, re* sponsibilities and authority. Without that job description, he feds like the man going to play poker with yon while you have to change the rales of the game after you have looked at jowr band for a minute. "T hare got to do it because it is my Job," has a different connotation than, "I have got to do it because the boss says so." But they don't squawk about the working conditions. They lode around and say, "If you can't take this kind of thing stay away. This is a job for he-roen." They brag about it "It takes a roan. If you can't take it down at the bottom of a mine; you don't belong there, that is all." You know that resistance by tecs has nothing to do with the job at all men do not buck the demands of a job; but they do buck the demands of men unless they know that these demands arc of the job. Men don't want to be bossed by men, but they will be bossed by the de mands of a job. Most of us are not brilliant; mart of us do not have the answers to everything; nor do we all have the ability to analyze and discover answers for ourselves. That is why we need someone whom we can trust to turn to and say, "What is the thing to dor GUIDEPOST HUMIQt THREE We need leadership. We need guidance. We need direction. We want to do the right thing, but are not always stne what the right thing is. We have a great p*wl and a great hunger to have someone we trust to tell us what is the right thing, what to do and how to deal with the problems that are bothering us. Men are apprehensive of being taken advantage of. They will resent and fight against being pushed around. With the knowledge that what is demanded of them is truly part of the job, they will believe you are pushing your weight around and taking advantage of them and they will fight and buck you. Human beings are still a phenomena of nature and will obey all the taws of nature, including the basic law that action is a!* ways equal to reaction and ia the opposite direction. When men are pushed, you can be sure they are going to push bade; Ho man ever bucks the demands of his job. Mai will even brag about the dangers and discomfort in their jobs. Talk to the men working out the long lines. AH summer it is beautiful but with winter winon, there be rain; and Once people base faith ia a non, they will always follow him often to their owa harm, because faith and trust are is the realm of emotions which blind people to the faults of those ia whom they Have confi dence, and so they can be easily led or mis ted by them. Among the greatest human hungers, the one rarely satisfied is the need of people for something and someone to believe an, a faith. They will turn to anything, they will fol low anything, follow anyone, any scheme, any idea, any man who promises to aHevtatr their His and correct their grievances; any man who claims to understand them and their problems, who by doing one simple thing; not by doing anything really con structive for them, but by merely taking the time to listen to them and encouraging them to talk, and merely giving them the op portunity to get it off their chests, (the 32 Marty Homing Sessions psychological catharsis); by merely listen ing to than, he convinces them he U really deeply concerned with them and the things that are bothering them. For the honest leader of great personal integrity, faith is a most wonderful tool, because when people have faith in a man, they will follow him, you can be sure.. Their faith will make it instinctive, without ever having to think about it--"That my boss is the man to go along with"--because people always follow their faith. guio&ost NUMtat four This relates to bragging. I know a lot of people want to slap down a mas who starts bragging and boasting It can be annoying and be ran become obnoxious. But what is a man dofrtg when be is bragging to you? Isn't he Idling you something? Isn't he describing something that be hun gers for? Isn't he saying to you, "I don't know how I stack up ia your eyes, but X want to look pretty good. HI rren lie like the dickens if necessary about my achieve ments so that you can think better of me." Isn't he trying to paint a picture for you, to see of him. which is a little better this the picture he thinks yon see? Isn't he describing a dream to yon of what he would like to be or like to be able to do? Instead of slapping him down, why not mcourag* him to brag? You may say to me, "OJC, Doc you straightened me out. so, I'D praise him. But what do I praise him for?" Well, don't worry about it. Encourage him to brag and tell you exactly the things he would be proud to have you think of him or know about him. He is telling you what he would like to be like, by bragging It would be a much more worth while and satisfying thing to try to help him be what he would like to be like. Encourage him to brag and listen to his bragging Bragging describes deep human needs. GUIDEPOST MUMtat FIVE People are not logical animals. People are psychological animals. People do not live up in hoe. (Pointing to head) Here is where they Gy*. (Pointing to the heart) Here is where the most important things in your life happen. People don't react to con ditions, people don't react to things. Good grief, we even pay to get involved ia the most horrible conditions. A man will go out and 'spend several hundred dollars for a gim and several hundred dollars for equip ment and go out and find some cold, mis erable damp four o'clock morning and wait there shivering for some poor little, inno cent duck to come flying across the sky. He says that is fun. It is not the condition which Is terrible and unhealthy. It is the idea of the whale situation which this man has built up into a symbol of pleasure, sport, fun, something to be enjoyed. People don't react to things. We wrap things up in emotions and feelings and they become symbols and these are the things we live for and die for. Special meanings are attached to things. The flag is just a hunk of cloth, but when the red and white and blue and the stars are arranged in a certain relationship with each other, it is no longer a piece of doth. It stands tor something we are willing to fight and die. for. Hoar*--you know people who put in 20 hours a day when necessary and then others put ia two hours a day, and yon can re duce hours like Reuther wants it, to four days a week, and reduce it to when a man needs only to turn over to answer the phone and I bet you still win have a gripe on your hands because he wasn't ready to answer it and you woke him out of a sound steep or to the middle of a lovely dream. Wages--you know as well as I know that wages are merely a symbol because intel ligent labor traders know that wages can't keep going up forever because there is an ultimate limit to what the consumer is will ing to contribute to a company for its products. Working conditions--we have talked about these. These are really symbols. The union it a symbol. The management is a symbol. The employer is a symbol These are sym bols. And we are willing to fight and die for or against these things, aren't we? I can remember that seme of the happiest years of my life were speae op at Loyd* university in Chicago; Over die doorway of every one of my classrooms there was a symbol. It was black. I don't know if it was mule of wood or day, I have no idea. But, it had a (Efferent meaning for the boy* and girls ia my dasses than it had for me 33 t9ST National Softly Congress because I am a Jew. I am not a Christian I am not a Catholic. A tittle piece of paper and people tight for it Until I go tike this (making a cross out of the paper) and say to you, "Do you think that people who fought for what lliis stands for, for a couple of thousand year*-- do you think they'were crary? Those roea and women who fought and died for this? You say to me that, "As a Christian, this stands for everything that is tine and beauti ful in life and 1$ worth fighting and dying for, ' t soy. "ThU?" And you say, "Oh. not the piece of paper; what it stands for. It is not a piece of paper now. It is now a symbol of Chris tianity. Z say. "Well, you are a Christian. You tell me, if this were nude of gold would It be worth fighting for more than a cheap piece of paper? If it were made of platinum encrusted with jewels would it have greater value for you?" "No." "If it were made of a hunk of wood or a cheaper grade of paper?" "No." This is not a piece of paper any longer. This has been wrapped up in emotion. It is not a thing. It is a symbol It is some thing we are willing to die and fight for. Doo't be distracted in your daily human relations. A major guidepost U that people are not affected by things. They never get involved with petty things. They will never fight over little things. The thing itself may be nothing but a piece of paper, bat it is the meaning of these things which is important and in dealing with people try to find out what conditions and things are symbols of before you try to deal with human problems, because some of them may not have the meaning for you that they have for other*. Some of them superficial!) petty things, people are willing to fight and die for. This means principles, doesn't it. that we are trilling to die and fight for, not money. Ideals, yes; ideas yes; Things wrapped up in emotion. M HOW TO BE IMMORTAL session FOUK N TALKING about symbols, I pouted and yon inure been there long enough so Iout it isn't things one meets in Gfe which that yon are entitled to two weeks' vacation. affect him so much as the meanings whichToday Is the hr. Gome four o'clock, you they have for him. Parents take sacrifice in are off--two weeks* vacation. their stride. Religious zealots took suffering in stride. Everybody wraps up his own ex periences with ail sorts of emotional at tachments sad it U these that convert things into symbols, to fight for, to tight against, to fight about, to accept calmly and without emotional distress. One man said to id*. "Can you give us an on-the-job example ?" I said, "Well, maybe; we will try a tittle bit of participation is this last session." Is there anyone here whose company has a job which pays let us my, $75.00 a week and that is considered fair wages for that kind of work? Here is a gentleman. "What kind of a job would that be where around your shop they get $75.00 a week and it is considered pretty fair wages, or $80.00 a week, for that kind of work? Member: That would be our mtahmun scale. Our janitor would get $70.00 a week. Dr. Rosenxtem: Your janitor would get $70 or $75 a week? That would be the lowest rated job. O.K, do you think that is a pretty good rate of pay for that kind of Yon grab your pay envelope and your wife is waiting oat in the car for you and you run oat and say. "Let's get going." She is very prsetial aad before she gets going she says, "Did yoo get year money?" "Oh yes, here it is." You tear open the envelope and pull out the check and attached to it is a little slip which says. "Dear Jim. have a wonderful vacation. Be safe. Come home safe. Be careful. "Here is a check for $150. That is $75 a - week for the past two weeks less deduc tions. And then underneath it is another check for $150, for your next two weeks while you are on vacation -- less deductions of course. "Have a wonderful time. Gome back happy." Your wife says, "What is that little pink slip underneath?" Yoo say, "Oh, no, they wouldn't pull that land of stuff on me." But, you pull it out and it says: DIFFERENT ATTITUDE NOW work? "Dear Jim, because you and all the people Member: Yes, sir. is the company have worked so hard and Dr. Rosenffrm: Now, let's make believe. We are trying to develop an example. Now, suppose you were doing that kind of work, janitorial work, and yoo were getting $70 or $75, and you thought it was pretty good pay, and even though you would tike to get more money, you still consider it fair pay. O.K? Do you have the kind of setup in your plant, so that after a couple of yean a man is entitled to a week or two of vaca tion with pay? Member: Yes. Dr. Rosensiein: Let's make believe then that you are on the job. You are doing the janitorial work. You are getting $75 a wide we made so much money during the last year, we want to share our good fortune with yon. From now on, you will still have the not job, have the same hours, and ame working conditions; everything exactly the same, but instead of $75 a weak, you are going to get $175 a week. Here is your check for the next two weeks, foe $200.00 less the usual deductions. Have a wonderful vacation." "Now Jim, tell me how you fed about that? After you decided that those guys tip* stairs must be That they have ail gooe mad. How do yon fed? Pretty good?" Member--"You bet." 35 1957 National Safety Conyress You know they are crazy, bat you still feel pretty wood. You don't feel the urge to go up there and say, "How dare you? The very idea of giving me that hind of money for the land of work I da If you are that hind of unpractical business men, you are not going to be ia business long. I am (putting knd looking for a place where my job is a little more stable and dependable." You don't do anything like that You go away and of course yours is a wonderful vacation and you come back and go into the locker room at the end of the vacation and some of the boys say, "Hi, Jim, how are you? Tell us some of those lies about <ome of the hunting you did. Did you have a good vacation?" "Sure Good vacation? Holy cow, imag ine getting $275 a week." The fellow* , "What do you mean $175 a week?" You $ay, "Didn't you get a raise?" "Oh, sure, we all got a raise." You continue--"$175 a week for a janitor. Imagine. I always wondered if I were ever cning to be able fo send my bey to college. N'ow I can. I have always been unhappy about how much insurance I carried. I have always bent hoping some day maybe 1 could save up enough money to buy a house instead of renting it. Boy, 175 buck*." One ot the fellow* say*, "What is this $175 business?" You ay. "Well you guy* say you got a raise." "What are >i getting if you're not get ting 5175?" One man says. "I am getting $17750." Sow, tcU mt how yem fed about it? Sow, you are going to talk to somebody, aren't you? You are gomg to And out why >ciu jar* being pushed around. Why is be getting $2150 more than you? You didn't go and fight, and tell them, "Why am I getting paid twice as much as my job is worth ?'' But that $2.50 is different Is it the $250? So. That two and half dollars has *uddeniy become wrapped up in emotion and it has become a symbol for being pushed around, being taken advantage of, prestige; 36 self esteem and being put at the lower end of some kind of a scale are involved. There is something unfair about it now, and you are willing to fight about that, aren't you? Talk about symbols. The old timer says, --"They don't make men like they used to in ray day. W used to work 70 to 80 hours a week, boy, and we had time for picnics and parties and we raised good famibt'." So somebody says, "So what! Is it a virtue to die in the saddle, in harness like a horse?" We have information from research which has already proven to us--research by Dr. Max D. Kossoris, Regional Director at the Bureau of Labor Statistics in San Francisco during the War, concerning the hours ot labor and productive efficiency. He dis covered as others have since that time, that any time a man works more than eight hour* a day or more thaa 4$ hoar* in a week, you are beginning to pay double time forhalf-tiroe labor. I don't say we ought to have a three*day work week, a seven day work week, a twoday work week, or an 15-hour week. I say, let's find out which is most produc tive per dollar expended. What is there so holy about 40 hours? Golly, my Dad used to work 70 hours; ten or 12 hoars a day, every day excepc Sunday when he worked a half a day, that was until one o'clock of course. But there is no virtue in just hour* alone. We hold it up as a symbol sad the man who works more hours is a better worker. Do you remember the day, when if yon were tired and leaned against something and then saw the boos coming you had to stand op straight because if you tried to do something about your fatigue, you were lazy and something had to be done about you? Do you rcinonbcr those days? I do. INCENTIVE IMPORTANT N'ow. we think that maybe a man can turn out more work, who is not tired-- But the stereotype symbol of good worker is a hard worker, a tired worker isn't it? I Have newspaper dippings, I used to carry around. Up In Flint, Midi, you have high-powered labor boys; who am known as tough cookies* They won't co operate with anybody. They even fight among themselves. Early Morning Sestiotu They' say that more than eight hours a day t* unfair. More than 40 hours a week is unfair. But along came a tornado a couple of years ago and wiped out the whole town of Flint and who rebuilt the town on their own time, using their own material* at their own expense, with their very own tools? These very same men who wouldn't put m more than eight hours a day. Rather than do that they would go out on a strike They worked around the clock and their bosses worked side by tide with them in a common effort. A symbol of a true sense of humanity, overcoming animosity; Here is another example It Is pouring down tun and the foreman says, "Joe, it is a quarter to five, ft is a shame to get you at this time. But it is raining and they just brought in a load of cement and it is stacked m thore ucki and there is a hole in the roof of that shack and you know what will happen if the rain comes through. I wish you would go over there and do this favor for me and put Something across the hole, because if the water drips through there wt are not going to have cement tomorrow but a bunch of lumpy sacks and that is alL" The man says, "I can't do it I'm not going to do it I asked you to get off early. This is Wednesday and we are expecting some people for dinner. In the meantime I have to take nr daaghter to the doctor for her third polio shot, and I have to pick up some beer and take it home aad then we are going to watch the fights. 1 would like to do it. but I can't." "Well you are too. "1 can't. "Ye* you can. "I won't," If you come along and say. "Why don't you do this for Joe?" The worker may say, "First of ail Fa not a carpenter or maintenance man. Then I lave got to do m tot of thing*.* I talked to him this afternoon about getting off early. You ay, "Raftember, Labor Day is sup posed to be a holiday for the worker. Where were you last Labor Day?" "Got, I can't member where I was last Sunday, not last Labor Day," Well you ay, "You remember last Labor Day, you were way up in the air doing a let of lord work. You were sweating all right, like a horse," "Oh yes," he ays, "I remember it" You ay, "Where did you get the tools?" "They were my own." "Where did you get the materials?" "Everybody chipped in. I only paid five dollars because I only have two kids. One fellow paid seven dollars and a half because he only has one." "Where did you get the meals?" "All the girls got together, cooked and Iried chicken." "And I suppose yob got doable time? Quadruple time? It was a holiday." "Oh, no, nobody got paid anything." "How many hours (fid you put in?" "We started at almost sun-up. We wanted to get through. But, we got the job done at sundown," "What were you doing? Why were you paying for the privilege of working ia the hot sun for 16 hours, providing the mate rials, tools, equipment and work? What were you doing?" "Putting a new roof on our church." "Weil, you weren't a carpenter then why don't you go up and put that patch on this roof?" "Well, that i* different!" We axe talking about, not the thing but the gifting of (he thing; and that is what people live by. Not things but the meanings as attached to things. In order to deal with men properly, yoa have gat to find oat what things mean to them. When people fight, it is never over any thing trivial-trivial to you, but important and vital to them. Well, let's go on with some more ideas about symbols. GUIOBOST NUM8ER SIX I said we had six guidepost* and I left the last one off* Maybe it would have been better, but let's go at it anyway. This is that you can't cure diseases by dealing with symptoms. It seems to me we have bewi (aiding industrial aspirins for in dustrial headaches for 10,000 years, without doing a thing about the causes of the head- 37 I9}7 National Safety Caagrtss aches. Yoa know yoa can take aspirin until yoa are blue in the face without cur ing anything; Yon relieve yourself tem porarily. That is exactly what we have been doing with contracts and negotiations and slapping them down and disciplining and doing this and doing that--taking an Indus* trial aspirin to relieve ourselves of the in dustrial headache without getting back into the causes. We know those causca have always reproduced the same headache again and again and agaia Everything that happens has a cause; That is a baric law of modem science, nothing comes from nothing. Everything that happens has a cause and Is the end product of something that happened prior to it Every human performance is the result of something that came before it and produced it Human performance is the re sult of a continuum, a stream of life. Everything you do has a cause; There is a cause for what you think, the way in which you tfunk. whitf you do, and the way in which you do things. Whatever you think or feel, your attitude of being for or against something, your desire to co-operatc all sorts of feelings of loyalty or, antag onism, resentment, admiration, hate, rebel lion. love, faith mistrust--everything you think and feel and do is the end product and the result of those things which came before. They are only symptoms, all of these feelings and performances. There have been times when, despite the tact that you arc a good management man, you have hated the guts of your boss---. If you haven't ever felt that way you ought to go see a psychiatrist. Something is wrong with yoa. There have been times when you have even baled yov rii* and your ehUdren. haven't yoa? You weren't too proud of feeling tint way. You felt land of guilty about it You felt that there must be some thing wrong with you. But if you are normal, the death wish for yourself as well as for others whom you love, is not uncom mon. It is a normal thing. Those of us who know, are not frightened by such things or disturbed by them. You may be sure that when somebody hates you or hates your guts, something caused that; just as something caused yoo to hate the guts of your boss. When some 3Z non is unco-operative, when a mas is re sentful. when man is resistant, something caused it When a mao looks on you as a leader to be trusted and to follow, some thing caused that, too. Everything has a cause. Nothing comes front nothing and if that is so, lefs follow simple principles. If you deal with a cause, you deal with the end result That means then, that you can control human behavior by controlling its causes. You cur eliminate and prevent behavior of certain kinds by eliminating the causes of those kinds of behaviors. CONTROL BEHAVIOR CAUSES We spend most of our time dealing with these behaviors that make us ixihappy and irritated and bothered. We don't spend much time with these cause* do we? It would seem that in our search for understanding and control of people and their actions, most of us have overlooked the* truly important aspect of control and understanding. We have bem concentrat ing on people instead of the curses of their actions. We have been trying to manage and control people instead of the causes of their behavior. By being so concerned with the control of people instead of the causes of their performances, most of os have overlooked the power to action, the power which forces action of so simple a thing as a shrug of m shoulder or movement of a finger or wave of a hand or lift of an idsuw or a look --that kind of look, the excretive look. All of these physical actions are so important A dear friend of mine has spent 40 yean of his professional life as a psychologist being concerned with time autistic be haviors. The phyricri mamfestarioas of what goes on Inside. You know what I am talking about You have heard somebody say or maybe you have said to somebody, Ton get that look oil your kisser or 111 wipe it off for you." The mas says, "What do yoa mean? I don't have any look." Yoo reply, "Don't yoo tell me. I know what you are thinking. It U written all over you." Yoa have heard that land of tfan^ Or the apocryphal story of the jnperrijoi who was mad--fighting mad and pomading away Early Harming Sessions and laying it into man and going great guns and mddgdy he topped and said, "And don't yoa dare talk bade to tael" The said. "Bat X haven't said a word." The foreran said, "No, bat yoa were Horning iimwd aggressive." On thlnfcmg in these terms, you can see that when an arc ***" or cheerful or scatfol or calm; when men are bored or active or you must never over look the fw-t that caused them to be so. You amst rirwnirmhrr that men are not crystallized, static, fixed and unchang ing. Yoa most remember, yoa just can't talk about happy men, unhappy men, co operative or uncooperative men, loyal or disloyal tnea. Normal ma and women--I said, normal men and women (only ones who are fixed and static and rigid and crystallized are those we describe as insane -- they have reached a fixed, static state) are happy or tmbappy, listless or active; bored or enthusi astic, depending oo what causes them to be bored or unhappy, listless or active. Sar*, if you are hungry, year hunger causes you to look around for food. If you are normal, orders cause you to do things. If you are normal, unfair criticism you angry or resentful. If you are normal, what is going to happen cause* you to be unhappy, worried or apprehensive? Of coarse, if yoa are norma!, constant tagging fM yoa to become insubordi nate and vans to take a poke at somebody. Sure; if yoa are normal, people who play favorites produce in you a sense of antago nism and disloyalty. Yoo are not am angry man. What makes you angry? You are not a down man. What gets you down? What cause* yoa to tote anjr incentive to exert yourself beyood what is accessary to get by?. What causes you to say to yourself, if not aloud, "Oh, what is the use of inwtriw| yourself out around this place anyway?" If you are normal, you have said that. What you study? What makes you go to church? What mines you to pray? Do you think of yourself as an on- civilized barbarian, a videos savage? Is that what yoa think of die people arotmd you who work with you and live with you eight hours a day? Hardly. Yoa say, M1 aa not a ndoas savage go ing around attacking people." WeB if yoa are not, what are yoa doing with your fists op? Yoa say, "Well, wfaca X have goe my fists op* I am net going aroond attacking people. I have them up to defend myself from being hurt." Don't ask me what to do about this antagonism oe the part of the workers. When they have their mental fists up in your direction, yoo may be sure that rightly or wrongly, they have them up there to Atfwxl iImhimIwi what they think yoa are tiying to do to them, to harm than. stud? Konrs iwavio* Let me remind yoa that the psychologist says be isn't concerned with people and be says neither are you. He says he is con cerned with people's behavior and you ought to be. too. He is concerned with what causes people to act as they do and what. ~-tmrr people to think as they do. He says, if you study the causes, you will under stand the behavior. Yoa will understand the malt He says, it isn't the people, it is their behavior that bothers yoo. Why fool around with than? Why oot start working on their behavior by with its causes, because there is a straight Use in normal people. between the excise and the end product, awl If you ccotrol the causes, yoa control their behavior, winch is really what yoo want Those of yoa who would take the time to trv to personnel people and remember these guide peats will Bod from talking to them that these six guide posts are so important that every man wbo has ever quit his job, been resistant, been antagonistic to Us su pervisor, who has stalled or refused to co operate, has indicated as a eause the viola tion or abuse of one or more of these six common, simple basic principles. Living ra*vi constant adjustment and everything a person does, proves that normal men and women are normally dissatisfied and discontented. Hen don't like to be bossed by men. They do like to be bossed by the demands of their job. People will always follow their faith. They are always hungry for someone in whom they can have faith. 39 193? A'otional Safety Congress Bragging describes basic human needs triousness, sober, no genius but capable of and hungers and describes the things people learning? would like to achieve. We all talk about qualifications, don't we? People live by and would die lor symbols. II you were an employer and you were Everythin* that happens has a cause and is only the end product of that cause; and will always recur until that cause is re moved. , fighting for existence in tough ftfon. would you hire my daughter as as office manager with these qualifications ? Member; "The answer is NO--she needs Now, we are practical people, we like to to know bow to run as office too:* y--and I have never come across a super visor who doesn't think of himself as a practical man. When you ask him what be Suppose you had the authority to hire truck drivers and you had the big overland trucks that cost maybe $14,000 a piece or means, he say's, "I have, been working for something like that When they are loaded 30 or 40 years. I never had a chance to go to college: 1 had to go to a trade school at night. MI got it the hard way aod I have bad 30 years of experience and as a result of trial and error and getting my nose bumped, I know what is right and what is wrong, what will and what will not work. You say, "Sure, a man puts in an appren ticeship and gets His card and says now, I am a machinist. But. everybody else ays that it will take another 10 or 15 years and then he wall be a machinist,'* Isn't that the way we talk? But, the mere accumulation of experience doesn't make a man practical. Eisenhower had the answer to that many years ago when he was first running for office and some one asked him whether he thought the 28 or 30 years of experience in military admin istration would give him the background and the knowledge he needed to become a good they have $30,000 or $40,000 worth of stuff on them. Would you hire me as a track driver with these qualifiesdons ? Member: You would still have to be trained. Dr. Rosetulein: I don't want a job as a trainee. I want to drive a trade. Your truck driver died last night and we have to have a load delivered in Alabama, Would you hire me? Member: "No. i'd want to be sure before l hire you that yon know bow to operate a truck." Somehow or other, whether it is for an office manager or stenographer or truck driver or salesman or clerk or accountant, you want to know in advance. You want to have proven to you that a man can handle the job and know bow to do it prop erly before he is hired. civilian administrator in the top administra When you are hiring a stenographer, you tive job in the country. warn to know in advisee that she knows Eisenhower said, "Hell, f don't know whether ay years of experience would or would not. I hope they might But I am how to type asd take shorthand, and being unreasonable, I would expect her to know how to spell, not all the words, just a few. reminded of this army mule we used to have at For Riley in Kansas. You know that thing had 35 years of military experi ence and it is still nothing bat a jackasJ." Well, let me ask yon this question, you people who fed that this is the right way. 1 know you are doing a good job of super vision right now, but to whom did you ever KNOWLEDGE MUST BE APPLIED It isn't the accumulation of know-how, the collect!oo- of knowledge; of knowing what is right and wrong It is using it, and if you don't use it, you are just as imprac tical as th; man without experience and you might as well not have had any experi ence at all. If you were hiring somebody would you think these are important--honesty, loyalty, have to prove yourself is advance? Super vising means leading teaching guiding di recting, managing controlling, inspiring motivating, encouraging and again teaching To whom did you ever have to prove that you knew as much about these things as you expect that truck driver or the stenog rapher or that office manager to know about their jobs before you had the courage to take your job? Sure, you learned from stability, cooperativeness, reliability, tndus- experience But. everybody knows, who has 40 Early Morning Sessions good sense, that experience is a pretty poor rperativene&s. The difference between obedi Iand a pretty bitter teacher. Yob wouldn't say to this nan, "You come an and get ence and co-operation is something they haven't yet heard of. 1 behind the wheel of that track, ft is only Here is another example to think about-- * worth about $50,000 altogether, loaded tip. Suppose I am here at the end of a row of Get out so the highway and leant while machines and over here is the freight ele you are behind the wheel. After all. ex vator and I am working and I am con perience is the best teacher. sidered a fairly good workman and so on, a Experience is not a good teacher. You co-operative and gefiiaL ' wouldn't say to this girl, "Come in and Then along cornea Joe and he is a friend % knock out those important letters to some ^ important business men, customers of ours and potential customers---and ia the mean time, go down to the bookstore and get a book that says "Toads Typing* and practice of mine and he says, "Hi, BiH," and comes by me with the hand truck, goes to the elevator, pushes the button, and there are two doors, ooe goes up and one goes down. He tries to push the toad on and the wheel at home and maybe you cm stady a little gets stuck in the space between the shop j shorthand and tpeffing." and elevator floors. Joe says, "Give me a You wouldn't say to this man. "Come in hand will you ?" > and audit our books and in the meantime go I shut off the machine and go over and -> up to the University and take a coarse in help him get it on. It happens once a day I Introduction to Accounting and later on you or twice a week. It has been happening for can take tatermeffiate and later oa some tax a couple of years. R accounting" Then one day aloog comes the boss and You wouldn't do that. Bos, when It comes B' to leading men, guiding, directing, instroct- I mg and motivating them, that's different '* isn't it? Or would that be too practical? he lays me out. He really gives me the dickens for something I had nothing to do with. Later oaiim standing at ray machine telling him exactly what he can do with my stinking job. PROVING ONESELF Then aloog coroes Joe. He pushes the You know what yon had to prove over a period of years? Yon bad to prove to your employer that yon were honest asd trade over to the elevator, pushes the but tons. Tries to get the truck on. And then calls "Hey, give me a hand." loyal and industrious and asteffigest and My reply is, "Nuts to you." M cooperative. You had to prove yon had wonderful qualities, but you never had to prove that you knew bow to manage men. It seems to me no good man should ever be put in the posiesou where having to prove to be a good sob and having beee up-graded to the position of super visor, he has to be taken away from the job and a finger pointed at bint for the rest of his life as a failure. He conkfa't make Joe says, "OX Don't get hepped up. I don't know what's eating you but, take it easy." And he goes to the foreman. "Mr. Smith, can you-get somebody to give me a hand?, I can't get the stuff on the elevator." "Ask BUL H* always helped you.* . "I did ask turn. He told me he wasn't going to do it." it That is no way to treat good men. "What do you mean?" There ought to be a far more mtefligeat and practical way to select supervisors than trial and error. You think you are practical? I have never sees a supervisor who didn't dank of himself as practical. Yob want coopera tion?--What do yon mean? When you ask some supervisors what they mean by cooperation some say. "Wefl, who* I ask a man to do something I expect ban to do it" That is their definition of co- "He said. `Nats to yea.'" "Well, is that so? I have already had trouble with turn today." Mr. Smith comes aloog all steamed up. "Why des'e you give Joe a land?" "1 don't watt to." "Wot do you mean, yoo don't want to? That ic beiz^ insubordinate, uneo-operative." "I don't think so. I'm no track pusher. My card says, 'machinist.' and I'm not go- 19S7 Rational Safety Congress toe to rnpuirc myself for you or anybody else. That is cot part of my job." Is be ooco-operxtive ? I think we ought to Stop and think. A couple of months ago. I west to the Blue Ridge Assembly of the Southern Industrial Relations Confer ence. We bad a whole program devoted to discipline; and you know, we spent the greater part of program just trying to find out what we were talking about. I don't think we know what we arc talking about when we talk about co-operation either. I am not going to try and tell you. I don't know. Discipline and cooperation are just words somebody made up. Are you practical? You want toyalty? Do you think you are capable of being loyal? Do yon think you are capable of being loyal to me if I were your employer? Could yon be loyal (o me if you knew that any time you got into a jam I would lade you around and let you stew there? Could you be loyal to me if you didn't think I slight stick by you and back you up and fight for you and be loyal to you? I should say not. You have always knows that loyalty is a reciprocal relationship given only in return for a loyalty you ex pect That is true in your life and in the lives of yoor men. What do you need a sew magical formula from some psychol ogist for? You have always known it and tf you don't use it to get loyalty, you are being impractical. Sure you are co-operative. But could you be co-operative in carrying out some of my programs to a goal far beyond merely what is required, if I were your boss, and could you be loyal to me if you had to keep your back to the wall all of the time so I wouldn't knife you? f should say you couldn't If you hated my guts, could you be loyal ? If you forget that for eves one moment of the eight hours a day you are os the job, you are j>Bg impractical. Do you go around killing off those less fortunate than yourself? I should say not We devote most of our lives to those less fortunate. Some of us say that we don't even pray. But we offer our prayers in that fashion. Is helping those leu fortunate than we are, we are saying, "Thank God I can do for someone else; I don't have to have someone else do for roe." Even though we don't call it such, it is prayer. 42 You know, there is no one leu than the man who feels that nobody needs him. The world can get along all right without bum. You wouldn't dare go home if you didn't think, that over and above the need to provide bread and butter there are other reasons why you are needed at home. They need you emotionally. They need you spir itually. You are needed. That is what gives you stature; Tbe more you are needed, the stronger and finer you fed. EMFlOrOS MUST FES. NffiKO Do you let your people on the job know that you couldn't possibly get your job done without them? You are dependent on them? If you don't, you are impractical btamt people need to be needed, and you have known that all your Uf^ and they have to be told again and again that they are needed by you. You work for money like every one else. Is there anything you wouldn't do for money? Sure. There are lots of things you wouldn't do for money. You wouldn't give me your child, and say. "Rut him sp against the wall and shoot him" You wouldn't do that for to) million or a hundred million or all the mooey in Fort Knox or anywhere else. There are just some things you wouldn't do for money. You know as well as I do, there are lots of things you do for money, bin there are some things you wouldn't do for any amount of money. We send our children off to war knowing that they might never return. Is It for money? We hope they will come bade. We pray they will come bade. But we launr some of than will not come bade. Do we send them off because there is money in it? We are letting them go voluntarily even though it may be a kind of a reluctant vol untary feeling, after we have exhausted every angle .to try to evade sending them. But when they go we let theta go in the belie! that they are going to fight or iSe for what wc ihlnfc is a principle, an ideal, and certainly not money. We will fight for money, but we won't go out and die or loll our loved ones for it. We wiO do lots of things for mooey and we won't do some things for money that we will do for people; for our loved ones; friends, people for whom we have a great affection and admiration. K ft * I Early Uoenmg Sessions We will do things for money. But we will do more things for people without money. We will fight and die for principle. People and principles are the poo-financial incoirives, and they are the most important incentives in your lives and the lives of your men. Do you think money is dm most impor tant incentive? That is the way supervisors usually act oo the job. As if they bebeve it it die most important incentive of all when you have always knows that people and ideals and principles are the most im portant incentives oo the job. Sure; I know yen are taogbt that it isn't wise for a supervisor to be soft and gentle on the job because it isn't manly. It is all right if you have time for that kind of stuff around borne, but not oa the job. Yet, we know that most people who come to psychologists or psychiatrists don't need psychology or psychiatry. They need kind* ness and affection. Over in Kansas we have one of tbe most successful psychiatric eifttfre is the world Do you know what their basic principle is? TLC. TLC. That is the way they shorten it, and they laugh about it. TLC--tender, loving care. Give it to them until jt runs out of their ears. Slap them don, but give them teider, loving care. The Mariana! Safety Council some years ago did some research and told ns women are not as strong as men. Women axe smaller than men, and the woman who is pregnant should stay away from some of the jobs that involve toxic substances. That is about the story. But, they also found that women are not more susceptible to dermatitis or more likely to have accidents; and women are not more subject to fatigue; and women do not tack mechanical ability; and wnnm do not have greater dexterity than men; and wocum are not especially better than men at monot onous work; and women do not only work for luxuries; and woca do work one well in industrial situations, and women are just as good supervisor* as men. If you don't know it, there were as of a year ago, 29,000 female rrenirtvin m tbe United States, 29,000 earning $35,000 or more per year. Let's he practical Do yon think your company i* practical? If I were to go to your personnel men--how much would they pay me to reduce absenteeism 25 per cent? Reduce accidents 35 per cent? Would that be worth a lot of money to you? Don't hesitate; because I do know. And you should know. What could be more impractical than a man who says, *T know hew to reduce acci dents 35 per cent, but I will be darned if l am going to do anything about it" . Well, let me ted you something you al ready know or should have known. Bade in 1951 the National Association of Manu facturers published a study of a survey of 3,500 plants in the United States, from snail to many thousands of employee^ a cross* section of all the industry and employers in the United States--3,500 plants. That was in 1951, six years ago. This report to the members of the National Association of Manufacturers indicated that tbe average savings from a medical care program was as follows: A 44 per cat drop in accident frequency; a 46 per drop In occupa tional diseases; a 29 per cot redaction ta labor turnover; a 39 per eat drop m ab senteeism; and 30 per cent drop in compen sation insurance premiums. That is direct dollars and cents. Do you have a good medical program in yoor plant? If not, what do you mean by being prac tical? This was published six years ago. SOME DAY DREAMING You know, I do a lot of day-dreaming. I think there is more fun is day-dreaming; I get all my problems solved in day-dream ing. Every once la a while I have said or you have said. "Oh.- boy, if I were Go& what I would do," You know that business. "Boy, if I were only naming this outfit--." So,, let's day-dream. We are ail manager* of men, supervisors, leaders. We are supposed to do things for tnanagOKst, as port of management Man agement always selects its supervisors. But wouldn't it be wonderful II a could select his supervisor? If I were a workman and day-dreaming that I could pick my boss, what would I look for? Boy* if I could take a hunk of clay and model it, what qualifications or attributes or specifications would I build into it? IH bet that you could think of a thousand specifications. I would like to teU you about a few of those 1 would took for. First of ail, I would 43 /P5" S'alionai Safely Congress look for a man who could be described tn one word. You could tell me that he is a rock-head, a rough cookie with a sharp and nasty tongue, a tough temper, and hard to get along with, who would push you around and slam you around and make you ieel antagonistic at every opportunity, and ! would not be too happy about having to work for that man. But, if in additiOQ to, that you would say but one thing about him. If you ay that he is a man of integrity, then I might for get everything else. I don't mean a man who is honest because it is good policy to be honest That kind of honesty U not honesty--that is hypocrisy. But, a man who is honest because it is the only way be knows, who does not have to stick his wet finger in the executive wind to see which way h is blowing before he knows what is the right way and what is the wrong way. who fights for that which is right regard less of who else thinks differently--that man has real honesty- I would want a man of integrity. That is the first thing l`d be looking for. Of course, if I had a chance to pick my own boss, I would try to find me a profes sional. I would hate to hare him learn his job while he was working out on me. ( would try to find a man who would be concerned with how be could help me in stead of himself, who would give me loyalty instead of demanding of me, who would think of himself as my assistant, instead of my boss, who would think it was his job to help me do my job better. t would pick a man whose pride was peculiar because his pride was in his men. A man who could walk around the shop and say, "Yes, it was well done but not by me. ! just happen to be lucky enough to have the best bunch of men in the whole plant" That is where his pride lies. Any thing worth while that comes out of the shop, his men did. If something goes wrong, he feels thlt maybe he was not on the bait Maybe he had not directed or guided or taugbt or led the men properly. He will take the blame for anything that goes wrong Sure, I would pick a man who never made a promise he didn't intend to keep, merely to slough me off. I would pick a man, who might say, "Gee, I'm so busy. Bill, I just don't know if HI ever get done. But let's not wait until tomorrow when it is more convenient for me. Let's ait down right now and go at it. Kow is the time." Oh, if I could pick my man, I would pick a man who knew that I was not a genius. If I come to him with an idea, I don't want him to give me that objective stuff. I don't want him to say, "You have a sug* gestloo. Here is tfae form. Stick it here. Stick it in the box and three month* later if it is any good we will give you aa award for it." 1 want him to get excited about my brain child. I want him to treat my brain child carefully, because it is the most wonderful idea in the world at the ooaat I gave birth to this child of mM. want him to treat it tenderly. Especially tenderly if it is a feeble-minded brain child. The man who is going to get aa award, doesn't have (o worry. It is I. If I don't get ooc, I will feel low. I want my boss to pick me up and encourage me. If I cordd pick any man. I would try to find a man, who would handle every griev ance right now, not tike the fellow who has a 40-room mansion, but no garbage pails, and who says, "We just kick it around un til it gets lost." Finally, I would pick a man who in many ways reminded me of my father whom i loved dearly. But who had the knack if I stepped out of line, of lowering the boors so fast I didn't know what struck me uadi too late But who if he thought I had been pushed around, would fight for me every* step of the way up the line ers to the president of the company and the chairman of the board if necessary to sec that I got a fair shake and a square break. I bet you could add other specifications, but these are a few I would look for. I bet you would look for the same ones, and I bet your men would look for the same ones, too. Well, if we are all agreed--then these qualities are worth working for and devel oping--so why not take the tuncMk 44 Z3M2SM2 NATIONAL SAFETY COUNCIL 413 M. MICHIGAN AVfc, CHKAOO, U. 02UM0 INDEX ilrinfcl, g. g. : --todga tb* Huf* behind Coeaparlaon of accident experience. compenmoon aad_ safety. toeentlT* ooota tor ton OoUa aad tzaOe accidents top list ot eaaaa* gC. ih--ifeenm. in Chicago ladastrl** (StrmUa*). 1 :&dL UPt CAVUTIOH taman bofcoTlor and Its rolatlon to trefSe aoetdewes (MmmtAf. *rr:47-t*. a alshwlloa of a. W. Heinrich's accident aaqweae* a cbala ot treat* Mtan tor it accident (&tochd*l*). adp-ut rieearth pnena mast Identify the --mca ao mall a* tb* specific caosen ot aeddeatai tajoittn flaky***;. naiift-ia. LfUJfar luairh program at Northwestra OUanl^ to study nature and raesn* ot tnfle uddaU (Btntton). i :lt aaa Sesacmiee ot Safety ACQPPT nnniTIftATlOlT, aoa dal or wiilinniaiuTil totv**T*S*5human hebarlar and oatetr flaXRWMtJ. 1*J7-1S- Enothaul cam-- ot accident*, mm find ing* tar aotabla antborules (Turn'll) SO: By* ariimniarn-JXi (panel Comm) ao:7T. piroenma la industry reduce accident* (MmnSUBJT *4:XL. . iocmm woom. a* ammmi SteAUtfan--Mefbed* Axmor mzisnci Auditeat i apart for all city sanUaa except park Ear a fonr jpearperlod In Mtna*' apalla (Oandtal. T:*-7IL AN*rsfe ot heaiag* Caialltle* ta UBS In mti--jaun* coal miaex la the united State* (geibhebA wue-is. ofllMt ofl fillip r--UK In wHoo on U polgoalng (Tiracrj, Tko aaawal teB ot accidents on tans* aad la Sum bomm la the Unit** States tarn*}. n:T. Avene* ittMl toll ot mcMcdIs la 0nt BriUbk (Te--g|. fM. park tAadMr^gtttt^faBjgurod to^d^or^rou oo Out history of a total accident ta a Ma* berg potioons ot as olcunlBB-- * plant ffttcfcettej. 17;1S. Cam Uttar a( a nta vfao autbl hla ta tb* tDrttdv roUo ot a robber mac rrwaofj. 1*:JL Case histories la the bmi ot cylinder n*e* In ai'-lutl cm vttdlaf and entias (8*m3t*K StSfaO. Ihtalltlee la the cement, quarry and min eral aggregate* biduitriM (Tinuon). 4; Frequency and sercrity tor all Industry tor im (Wart). la forty rearx, accident frequency rata r*dnoMl ninety per cent at Bethlehem Steel compear Wed). *0:<L living and dying la the air we breathe-- ease histories ot Inddent* collected from many source* fjroimeftj. *;2*-n. ta the courts (Itaeon- school 'bo* accidents *:10L-10C. Ship coUlaioaa efttaOc*. Indicate that oOcera do not make proper use ot radar ^Thayer). iS:4S-44. Tan aeddeat type* aad typical examples tor each tram the paper industry (ttorhorf. a4dML Time aad oaoaas ot aid accidents (Jsid). *:**. . T1*m for dedaloa tomorrow** forecast on the braise ton (JoMmmon). i it*. TetaJ r.anoaa ot aoddesta oa freeway* in Le* Angeles. 8aa rnndaeo ud 8aa Diego tor the year 1M (MttMmmon and Srmrjf). T4:*L The two moat acddeat-llkalr year* are the amt two yearn on the Job. experience ot gomtaiake Kin* (Ormwm). 1t:IL Under-ground coal ada* record* for tb* yean UBS-UG* la tadlana (Pwmtt). S:34. VT*utafj ammonia hazards (Andmon). Wb caa do more witk aeddeat statistics (Bint*). *m.*-7T. We're keeping too many aeddeat record. (ButUr). ks^a-M. ACUDKilT STATISTICS--KXTHODS Aeddeat rTtaw connlttee ideatlfiM caosec aad InTT*t1galf accidents la --all eterr fColMg;. vTSt. Acddant report* aad aaatyd* maintained by the asrae IVeOcnwM}. 11:S. mHrara add oa nee of tachograph charts la tbelr track* f.VtUom). so:T Toot tteiA* aa aeddent fora tbould hare (Potrt*). 1l:K The laetmnoe departaienta of Alcoa plants sarr* as accnmalatton point* for all claim* ot off-tha-Job injndea. fOimZaad;. TS:15. la!XS. "5Sa3SE -* ",aw[ Making student aeoidaat records weric (Stun). *^S40. Man-ahllts worked safely bad* of Incastire award* prngrun ot Asbeeto* Corporation timltad fSadtbJ. 1SJ0-2S. Need for nnltorm aeddent ratine*. Nattonal Safety Condi ayst-- not altogether fea sible for marine ladestry 7ft***eA*n>. ie:IL 65 1957 National Softly Congress training "pTograEF (Fader). Beidodag motor Toledo aoddenta te public uUl^M through drtvar oootrol (Weaver). ScMiMirlotti Injury lades (Beiar). 88: Tfc* nlu* at mood rtondi and bow to ua* tboa (Xuddtck). a;*-*. Warehouse safety inapectlo* form deral?11 tt!*1 Mpv,t* cheek Ulti (Fringe). Wo u do mart with xddnt midleo ' need of U>t traszll. indoniT* cpHectii* out of ATA oodo asd cUorfleotfoa aad Vbrm VeitJdo 30 fBiroit). 88:3t The basl* accident *---------- to wfcieb Kirt control rSfSSmorg^l^fSTThrafuey/ ' (i/aaiy'ia-.i mowu Air contaminant* and roeplratory protactics (Fawcett). 8:13-18. AZB COXTAHXXAXTS Ihcten Is exhaust natSatlM system 4b 144M ****** #8laoer (Sinai. UTtaj^ta tbo air wo braatbo (Fawcett). Oeeupatlossi health asutrst through esdneorlcd (Fen Atta). 18:11-11 Safe ua* of diesel oqoJpmattt 19 wider ground metal mine* (Bolts). 18:7-13 Aim transport ormurmT Jet haadUas huoda fDmaastA Jet noise os the airport--what to da abet It (-Hardy sad AneSS). 8:541. tfii* operators of highway 'VoMdot'ts th* Vitiate department of blghweya (Lyetf). in transport sxenox Minute*. 8:34-31. Officer* asd aoamittaoa. 9:34-98. acids Adds oad heavy chemical* (dlacuaaloa re port) (Allinean). Chemist developed rooplmtory cwmtloa from tahallar hydrochloric tdd fumoo (pm Soor pill (Fawcett). dl Tbo emergency treatment of chmlcal In juria* to tbo 070 fJCyonJ. 14:73. Medical evidence that omlao acid muse* or nurtbotw to canoer ot tbo btaddar. If* oorod by cbomical eompaslaa (Baym). ttifOl Reducing Iho hazard* of ssig nitre*** solution* and add* la a fertiliser swat (Petrine). 10:13X1. tenon rzocaut Tbo Action Program la the ramgslsed chartor (or traffic accident pranaUo* la America (Bofftnan) 1 `.94. Time for decifloB (Jokneen) 1 :I9-41. tdama, Forrest $. Driver training for public employee*. T:22- uioNAVTicAi mvsTsncs AERO safety exchange questionnaire rt tilts, 9:11-18. ARDC guided missile safety technique* fBoonoj. 9:18-33. Coil of off-thc-Job aeeldoata to Industry ftruM**). 9:8-8. Epoxy resin* and catalyats hazard* (Lange). 3:7-10. ^ The new nudear-equlppod guided mlaafl* navy rmitj. potential hazard* ot fussing* A component preMurlzatlon testing (Starr). 9:18-18. AKKOXAUTICAI. INDOmOS SKCTXOX Minute*. 9:8-33. OSicera and committees. 9:83-83. AXROXAUTICS Aaro-nautlcat chart* produced by Coaat and OeedcMc eurrey. C. 3. Dept, of Oommero* tKmrof. 18:38. JM ^n>4 headline Jot sola* os the airport--what to do lit It (Btewdy end AnoeO). asW-dl. PMstbl baaarda of ftsdiei A ogeweees praaaurlaatlos IstlZf (Starr). 9:18-18. UUOKTI Buirtcaa* preparation* fFtaworaA 7:8344. at Miami airport *Vffl83*S.%S? SSES* ta-- itcoioL omxfCiTiop Are acieatlS* device* bewethr beat en forcement? (Uckmeig). rrmdL UDXnbfS Oder and op* and Banal Irrttetias of diaoet axhauat ni caa bo (emoted by mill*Uoa and by ooadlttoaf aelutioo (Botte). 18:0. 13. UUU0U18 Hr* control of at-- --aftbe .sew pyrophoric etala (Brown). 14:17-8. ituion PVLraro nropirar Chemical hazard* of alkalis* osls tlauar maniac (Bmieh). idilFll Attn, Berner Stfety tbroucb phyatcal education. *8:11- iWset Jtv L~ Acida asd heavy rb*mlrala (dlacuaaloa raport). a:W48. lunom txaircnox runt Index ineetri* MTTlirAT. ASSOCIATfOM Sam* cumat aaoaeto of madlcai QOMCkerr (Field). 97:17-18 AUmmiCAX K8 CBOei Pint aid tisiata*--s peneaal aafety pco> gram (Breon). i*ltl-m What Rad Croac Ant aid tnlziaf baa doso (ardour accident costrot proems (Jenee). 488X8X08 Oorrelatlos betmes aabeatoo employment and Itaff cancer, Igsond by tsaaatzy (Boys*). 18:30. IncantlTe awards (Or good aafety r ^_ th* miaisg isduiitxy fsmttbA 18:9C iihiry, M. T. Tba na* of chackliate ta aafety iaapactlon*. 99:40-11. [CAR tOCXSTT 07 lATSTY Bute atep* la accident prmadoa. 9:8-8L Odlcar* asd eammittaan. *4:108-110. OpportuslUaa for local aafety cousdUi asd cBanter* of ASSS to promote mlety aatlrltla* amooff buatsaao and bade aaaocta tiosa (Feplen). t:i0i-109. Prepoeed ASS8 prorram for coUeeres asd uslnraltlaa (Templtj. 98:7373 Tbo mb}act aatosa. 1 a4-10*. AanOUCAX 3TAXOAmS9 associatiox UeUur ^irieu^ St^darda is aafety tnats- AMniciir txaxstt assoceatiox .Him baafe qualltle* a drtvar aboatd bar* aa gtablUhed by the ATA ff.umpMnJ. 98: Trsnalt cotepanic* caa do mor* with acci dent statistic* If they all ua* tbo ATA code and dueUkeUm (Smiii. 98:3327. AHXXfCAX WATER WOXXS AMOCfATfOX Wbat'a saw Is water aafety--13877 (Fernet). 1:8-8 axons Amta* kM tector ta cancer of th* bladder (Begee). 18:30. Cpeqr roolns and caUlyila bamrda (Lange). 9:7-19. AgnrrxiATiov Aapbyxlaata. atmpte asd rhemtrel (Fewoctt;. 8:1318. FatailUea is th* cement, quarry and minart aggregata* induatrieo (fteneen). 4: Handling problem* ef aa^iyxia Is Isdttvy (Itunne). SI :314. Hazard* of 110 and 330 wottam ha industrial operation* (Brown). 94:3)7 ASSOCZATlOlfl Tba aaaodatkm ureater La* Ana ten). 14:108-108 Tlorists etaoHatloa** Hitt aid raeemgeadatlona for ebcslai polaoaing (WuHemg). T:48-49. Ontario Tain aad Paper Ifateer'a SafMy A*eoetatiOB backed *------- ---------`-------------- trol program (" _______ _____ , jn duatrial aaaotiatlosa' asd isduatrtai aao- tiosa. Natinai Safety Council (Work man). 14:103103. The opportunity toe ateto aaaodatioea and stale ageaden (Fntgkam). 14:101. Th* role of saMonel aurgieai organ!In public aafety (Stack). 18:3148 Th* rote of tbo trade aaaodaiioa in isoaotrial aafety (Ctetand). 9471313 Trade aeooelaUoa standard* (Loose), is: 2319. Wfcat good stales caa menu to Industry (Simpeon). 94:8333 ATOMIC KinCSQT. aaa Maalear Vmn AXHOX1A Scginreya respirator factory Hooded (Pmpoctt). 8130. *1remcs_^dled froi storac* plant 8:33. '"ISSTSf "" fdnderoonJ. AXHOXnm X1TXATX Safe urn of ammoolua mftrsto weisiwlel fertlltetr aa a bfaatiag agsst (Grattan), 18:3390. AncoB, Samoa 9. and Boward C. Hardy Jet noise on the all pot 1 shat ta da shout It 8:38-31. Apptegant. T, A. How aad where to get started la a water and rawer uttlltle* aafety program. 9$ 3348. Armsfroag, JTlXe L. Safsty aad heavy eouatrwetfos. 8 UwrentegProject aad tb* highw - ATTITUDES . RMatlosahip between driving words, . ...------mallty ch-------. data of tn 1 (BeatkJ. Safety--a retreat or a challenge (Foutger). 10:310. SignU)canc<of aafety attitudes Is loduztrtal aceddast prerenbos (Baenejord), 98: 2323. Super-rising th* youthful worker r'Vorgrreoeo). 18:44. TnHntag f<w aafety attitudes (Origtn). 98: sec also PSTCBOLOOT = AtrromoTiTX ins KAcmnn shot SKCTXOX MJautea. 18:319 (Joint seaaios wttb Powar Praia aad Torfutg aaetloo 18:313-) Oflears asd coeumnaea. 18:22-22. AWARDS, m Baaasra; Rewards 19ST Xattonal Safetr Comoros* fcr, M* A. BAXQUKT i BABQB 1X9 TOWZVO OTPP4TRT Safety precautions takas ae Inland water timiU to areM aertrtenta . . , and JaS they bappaai (PorooB). tmil-*. BAXXIClOtt A COHCU8 Lebomerr Wrrtendlag of high pressure ss 5*asss5r sairs&s.-"" rteylae jSjS^ <tercokl5rfciy other safety aqnipment (Kk*. Manor, Lon D. How ^ win my employees for Jet sufaey. Pesdte, SC. X. susToni Aflim asa.* * of ammonium nitrate rinnmwclsl blasting cent fOrs/lesJ. hxacb myxs Cbeateaa^bmmHte of pulp blanching Pip. Prod j,' Bttjral^wtefeenagt^pohlt-- as tber relate **. T. H. Bnort of tho trafle uf transportation coo* fsrtace. sr:lg.UL BOLTS AK1> BOLTDTO Theeffeeta of corrorim electrolysis os no tallle roof bolts (Stmohmokf. 4i*~1L Safetr features t of la the Zd<tRcZZ. VSs; Moor. Manor f. FVod retailer* safetr discussion. Boston, Agnoo D. The public roll____ court program. ST:3 BBUTIOS Altering beharioe and attitudes hr no at ggp iHsraaslim ile ISmi (Forrimj. xs: ------------i teeters te safety. era trow of txharior vhiefe in hia tCrmno), 1B-.S. Tbs individual (a rwerhed through two acuu. MWdatl want* and group pgt* one (Storttnonuj. t;T-10. Swrmteat drivers deUberutdy no* tat* highway regulation* and safe dririag practices: teeters eoatributtep to at. tltod* f/kuM/, S7;4H7. Trustee for safety attitudes fOriStn). B: -- imp Kamaa itUttou: Pemnasl teeton: firdidacr. Praacrt. Pimnk Prrrtror offmtaf dJrtaloaa. plaa of ntur ptuff, w:& Mennott, Biekora O. PwtttOMl Mae ST:W-ML s^air - -o' Perry, Donald C. The engineer's dewpoint stJMI. BOOTS PLAITS te using teesatirea fWoogt). Boasoco paid te shift boooon. and ndn> KroaBd emptoyess at Homasttk* ffoM astee fOmooot. EngTinfteMer--inOgfosaoffetbrelaautse a te material haadiif departmental x- executives (Ormono). 14* A monthly beaus Is paid te the a cewslcunr e montiT* asrident at Hoescrtsk* (Omooa). m-.TT. Moono, Berry P. AKDC_^Mded alad* aafety laehelquee. fcv'iaSnK,J- c. MUms" UBjMUote aafetr rood tors (Motmnd). Whet the Bor Scouts' Safety Good Ton means to schools and eellsgae (discuss!oa oeaaloa report). Bradbury. Arthur Preant,day ronditien* tererabie for a sue easeful mi:.c safety program. n:ri-3*. Bradloy, Pronto*Pe w drive as ere UreT ao TF H. tt; What la tee Industrie! aafety enjrlaeer's spoosibUitr for motorrSEeaaeaffetr equipment? (Promt). 14:11-11. BrondaUon, MorolA oa posture drirer teeclec. BtoqhA. Behort W. nrnnzi covurr '^sarfssrr.^^'*- '***' SSr om^^e report oa tho SafetycoMiuakatleas la tho foundrr. it: l aM programs la industry. *feruasr- safety pro* Tf~144Ar*-- stneturas (Soekort). 1^8 ^raltaga la fadun- Mtmtn. Mwmorn M. rh^Mamj^sMtae of tho pyrophoric *gS.A&r`TTijLTtadSflBSS MdpMt; 14:1P-U. fna, WomdtO *. wgy te rtotea and traOe safety. *T*. flG^atTahwtern report for the Marla* Sectlam. 1:1A TCnewteg's art neagk." Pusher, fmy Lets step these flee deethe? istrt-U. tor)..-j1Sy*r7f-i1a|l ^-.JBtlea ptenniap tMomWhal uw tee rtsadnrds for offKaapus hoamagT (MoOomAf. M:7-S0. BGZLDDfGS--omUBTRlAL Boflt-la safety foaturn -- surfaka mine plant fPnsuadL 1BM-T7. Notes ooatiel hr aeotastical txaatmeat (Torn**). 14^1-M. What mehae a good plant tespsctloa fdtuhWi (flympiwum an Ora premtlaa cad eeatroL) it :14-17, Why ^tedastrial ptaata hura (symposium). iurtao te tho ays (Mgon). 14;7 -^sa^viSs^^ss1" * &w ?SSa."i."Su" BurreiM, Prank end otAere DoaoastmtiOB of teJtrialoa techniques for drtrer educntloa. IMl Boot, Prank If, How ideas 1a aafetr switches. SS:C-t. Suiehor, 4. J. Rote of the tj. & Departsoeat of Labor la occupational aafetr. Putter. B. L. Inratorr*-* tool fw improrlap traOe prw crasw. ST^-rt. Putter, f. C, Wa're kenteg too many accident records. Bute. Perl L Safety makes mom. P:7-10. Puzton. a. er. p. Report of the rice general chairman latere- * dorteg) of the Karine Section, tc.u. Coin, T; J.. Jr. Communications te safety (roundtable dlsewariea). it:M Collation. irtRiom A. The Oregon safety story- iS^h-SX. Cssipfrstt. Loren D. Ereluatinz ohoerraUon time as a part of driring uutructioa. xa'tte-M. CAMCI Gorreladoes between asdae add and blad der cancer, and asbastos employmeBt and CilMK DUViniBI Workman erercome by fumes from task at BtntLT-or umr Pullt-im safety features -- sortaoe min* plant (Mrwmd). 1grm-Z7. RoartbUltSes ra. prebahUItln (panel dlacuseloa). lS:g.lC Safety hoards aoematod a tracks gnu SKtrT'iB. urtthout lest time Injury plan (Mouth). i: Punch. Posher P. ---------* *~nmtr4e^ef olkolhie pulp liquor CAMOK KONOXZDB Aspbjnds te industry, symptoms sad treat ment (Dwmo). X1;U. rhetor Induenctag aa Increase la tbe eoaeaatxmtlea ef carbon monoxide la dleaei eagiae oxhaurt gas (Bolts). lp;i-U. l- CARBOar nXRAGXLOXIDX Man denning a boiler room with carbon tetrachloride, sad wearing poorly adjustod n^rator. ill ter three weeks (Fowcttt). Voo of carbon tatrncfalorids eliminated oa board frefabtare. except for are extin guishers (Tott). isitt. 69 t9SF National Safety Congress Card, Read B. Tb* hazard* of radio tiuMitttn and their Correction. a:8*t2. Caroara (a safety (Bill), 9:2M*. Carter. W. P. MS Kr. hot line melateaanca. 3:20-2* Carter. Wittimm W. * Or1nUUoa~tb beginning of driver eupar- rt*Joa. 30:41*44. CASK BXSTOBXKS (Ingram). 30:8. LlTtag end dying in tba air wa breathe-- cast histories of tnddenta collected at rendom from many aourcss (Fawcett}. 3; 28^1. Son* brief caae histories of taetimal ctTauasems ioli.f s*c0c:t2d1c.uts to eoaemerdal drivers Stimulation--the framework of driver supertIjIoo (um of slides with dcacriptlma of erious accident*) (Neleon). 30:47-4*. aoe else Accident atatlstlea. CATABACT3 The hazards of radio transmitters and their correction (Card). 0:10. OIPICU, UVOMTOim ^pSSSSS^***** <* wm` a) T eboretnry barricading of high aces* wa and sxtra hazardous roaeuoas (Stan). S3M7. b) Flammable materials eyeteni for ret In* (Wood). 343-41. e) Toxle chemlreU (MenUOa). 3:43-44. d) A bibliography of toxic rtundrale s: 44*41. a) Waste dUpoaal (WaTTses). S4ML ** ** * breathe (Fawcett). Safetyh^rf jireamue chemical reactions emnneu. sacnotr Minutes. a*-**. OfBcera and committee*. 3:8*. tory sub-aectioa of the lemicai Section of the national Safety Council, studying groblema of toxlcolosy (MonteXle). 3: gsssg&s?" *b "*omo1 CAC3T1C SODA Are scientiBe devices Improving tmfBe en- Chemical hazard* of alkaline ntly llmtOT- forceiaent? (geftmafg). sTtlO-IL. maklnc 'Bunch}. 34:17-19. Ctaim^eal'tuuarda of palp bleaching (mAm** craacAZB Adds and heavy chemicals (discussion re port) (Attinaon). 3:34*33. CKWSXT. QUAJtXT AXD MTVKatT. AcctiGints nrotisTxxzs Fatalities In the earnest, anarey and mlarai aggregates Industries (tteneon). 4: A bibliography of toxic eheolcnla (Toxic Chemicals Commutes. Chemical Section. NSC). 8:44-51. The emergency treatment of chemical ta lariea to the eye (Kyan). 14:77-80. Minutes: 4:4-10- Flammable ^materials -- system for rating OtBoera and committees. 4:11. OAXG8 BOOMS Built-In safety features surface mine plant (Breuud). 13:21 CBXXXCAI, PfPPBTBT Adds end henry chemicals (discussion re port) (Antnecnt. m-JH-f*. Chemical hazards of alkaline pulp Uquor making (BnnekK 34:17*11 Controlling health hnwdi in a chemical plant (Sehaef. IOA^j^*s ^45t <UnMf0n BWP (Metre'--y'ffiss- "rtt *~~t- Parka maintenance i mendatlona for p Hems). 7:43-4*. Toxic chemicals (Mentette). 3:43*44. wfKi itssZJssrsiztt ae* also spedBe eheaeieaL CBXCAGO. ZZXXKOZB New safety problem* from the expanding use of school bases In urban areu (Bayes). 33:103*113. Parks maintenance .safety--tree trimming fa|d hydlln|r and related eSjectsftrff Eabonteir and poaiam). 3:39-1 *** ** breath* (Fawcett). Medical evidence that < acid rsnena or eontributes to cancer of the bladder- Igv*JO. ^ ci>rmiCMl companies (Heyee). Operator selection and training la develop* i4-3MA*rUI ****** (Fader). The safety engineer** responsibility (a Ore protection--the proxram of the Eastman Kodak Company /Cobb). 14:22-35. "sawr'SEiM*t"*"' cmn SATETT The diaagtn ssrs~ Telepbon* company to tanaeh mfetr emr contest for children fPrcae). 1:** What are the fads or population mobility today (a sympoalum). 33:3347. -- ------1 Collegesi ajn__d__u__n_i_v_e_r_s_i_t_ie__s_: Poison rootrol caateca: Saheat baaeat safety: School ehapa. Index COAST AJfB OKODBT1C UBtlt Chaq^od baaajda of pulp bleaching itfbltsen . Hurttml^hartn for sale navigation (Beta). roar eases ct chlorine poisoning aggravated Cobb. ARsu U by previen* cheat eoadiUons (Fawcett). Firs standards. 13:13-1*. 3 *3Ql The safety englnaar'a caapooalbiUty la Ora IfaladjwtBMDt of face mask, resulted in protection. 14353 chloridetehalatian (Fawcett). 3^8. Coehrex. J. W. _ StoIuUob of selmutc axpleotra*. 33:17-31. CKLOBOCS DIOXEDK Coleman, T\aa%a M. Chemical hazards of pulp bleaching muiVew. Plant eonatxuetlau and awlnUnanre, s: ft*}. *4:18-21. 19-21. CAareAOf. X. A. CoOeet. W. W. OerporiUa fa Santa 13:13-17. o rtorep^tanka by the absorption enrn, di San wa cast). Loaa of life at aae eAo ating af UXsearing t The ear nary ( ' i (Paw i need foe re eraln- Ckntm. Maker* J. Safety with draarina. 3:14-17. CXBABAjrCXS Fourteen fstalltiaa uacmind In Halted States mines in 1233. because men In contact with low roofs or aoeabare (KaPm bits*). 3:13. Steel um used cm mine tretfe where vartteel daarences are critical (Mamma), 13:82. CUland. T*am*s The role of the trade association In Indus trial safety. 34:13*13. CXOTHIjrO Control of health hazards of electrical In sulating *(Metier). 3:15-13. nnd entnlyata basarda Hazard of aboefc from charged electric Held at high veltagm. eliminated by i-- ccmdncttva noted ---------a--n-d* --m--eta*l 'U44esa (Cartsr). s&L Jrt^^and handltng hazards (Dymeat). x: COXXXOBS AM) Qumnmi ".*! uaa.................................... AatomebUe eeatateu lafu., ------------ings from Cornell University, and w<uveralty of Californla (Matkewaon and Bevery). 14:17-93. An expertinmit at the Tragic Institute ta the one of tba amltb-Cummlaj* wjtem-- "training your eyes for expert driving" (Bugunfn). 33:*tt. am (Myam). 13^7. Bosun behavior and its relation to tnffie MCMnu (Canter for Safety studies) (Booth). 37:47-49. Baking vtodent aoddeat records work (Sierra). S3:-90l Occupational safety--a challenge to the col leges (Cotter). 33:34-78. Proposed ASSB program for coUeges and UBlrarmtlas (TempZef. *^73-73. BaoomnMadad off-eampun Are protection procedures fQvWm). 33:94-33. ia dormitory living (Matmm). S3: Parka maintenance safety (Wtmrnmaf. Ft 97-48. Protactiow _ against enasde soda (Feme*). 34: 13-19. Habber clothing protection tar handlers of ------'"'* pulp bleaching (Feteraan). ________________electric in. *3:17-30. maanla hazards (AnAeracn). aralty. 1 ' trefBe aecldmta (flnltM). 1: XI. XX. S. Fublie Health Service aid* educational lnstltatioos m accident prevention (God dard). i:30. Bow tha late Drivers of America i dab took active lea of Abltibi P j (Mekke). *3US. > promote public relatJoae for a tpeaal ilfimminu) st:88-44. Co^mlBfag Industry, sea Mining ~ coax. Knr6 SBcnov Mlnutaa. 3:4*84. OOeera and riminlttaaa. 3:41-48. ooxxxgioirs Automobile eoUimon InJuiy reaenrch todinf* from Cornell Unlrereity. and Uulnxmty of CaUforoin (Jfotkameen and 3ao> ery). if-------A guide 1 opermtoi COLOB BLDrDFKM Total color bUadneaa (n a driver, should be heueomUfytag teeter (Payne). *: 13*19; *0:33-93 (puel forum). IP5T Xniionai Safety Congress Ceteou, Pmi if. CUBSMTdil nbkta diliwa. na Ditrwi and cosamczjx txmiclx srctxox Annual report (Bemdto). M:t . Joint session wit' S3-V7: n:lM7. Minutes. M:4-S7. fUport,,# tbo W^lwl Flo* Safety C teat Committee (Cm). S5$ti wmsV. ftettUtr and feedback sewBa^mlas for a^ multi 1rration operation TDeeteoj. -tat How the rnaaTooolreia! apodal SahoommKtoo on Trade aafttr, can anew a ntaeJMt fa^ae fa UwfQd of aafotr (MehorU). Haw tha safety coaandttee f em epfipment The ______________ Hoc signal and cosununicatiOBS (1 aia/. iiHs-n. Locomotives at TCTa ora and coal mtmas ytyod with radlo-ufopSoBoa (Mwm). Saftty^OMmaradcgtioos in the foundry Safety la a date of atiad fF--onA Mdd. ` (tkrtg). aiaUtUim. fcatnoan baaa and Oe*d petty whararaa|lratorr apparatna is naad (fern Trader phonoa i praraike and Sk"-------------- i modem I aaTSohhl "'"r.ss: SXS&JSSS. ``j&zxxsi tfa.-sgr?5^ Btlttaa at n tni|bt (Terr). iZzl-l The safety ................................ m'f dh_____ __ (McClure). 11JML ^RUwojfTrsShS?" Some remits of the work of the Sstrwiy Safety Cowaafttaa of tha Governor's Con* ----------- - tr;ll-u. tteen ekt nfWr tn ChgnwenJt^^ prevention plenaIng (Few- Dtstriin safety cooiylte outgrowth of the Cofombi* Bode. Luuoi training pro* pm, are PMI to, OfeneMSaMal ceawtadoa fCmtUkm). lain. J--eatery- a tael far ranrnilig trade pro grams fPwtlerj. wr&Sk. Mleelaalppt Maaofarinrae Aeaadatlon eehad tSe d^o`.kthaf3tum7alRlra CandJo2rn^jtia^atsiosesal Tha opoeriualtien for local safety main He and chapters of AM te r-------activities among netein a eadoas (Mmpfanj. 14:1M-U Regional traOe safety ranter_____ . ter dote loaders (Mereh). T:1L Safety council ayonvn vlilp of mmll plant grogium, sins heat resolta (Byen). i: d(Buruetschteer)r. n1Sti:W3SI.ihtni n{ty rrunlttaaa Wyoaelar State. Urn ttefvty oossmitteo wlth tu 2S local county twimftfwa imn tn highway safety (Dodge). n:lp-l. COWMnaTBOT V*m of air i_________________________________ Iljr"^,"S23S SJaS^TSSZ Flexibility end feedback mnmlK foe a^muiti-iocatloa operation fPerixo;. IS: C<^^"aai"tiOM "*** <***"*> new te tntcresc people la whet they don't want to know (Symposium). va t> nwub c rurba K. cana. ia4 2> Baxaarfcs of Fiona Martfwaan. ia.-7-ia. 1) IMWiriu o< inner 1C Rataer. latlb coxsmoyxu Approved dbnl --chines tn latnea ant bo equipped with ooadltlena to oral tha exhaust gases (Melts). 1:1S-1S. Come. Fotrfm M. Hew_to htwirt ityte tn uhst^thgi^don't cojoterxcrs T^k53L52S ?SSSZ.? ST.,23: index Lahor-maasgemsst ooeforancoa In Toronto (hTighulinghtpaarlftaotySSsaSdbyMirdJdfeoBhthpKr.evxemnt-i.oan. Oregon AaMat roenelwloa oponaora the Oereraioc'a udoetrlal Safety Confeceaceo (CsOshsm). IfJt Xeelooal tratta eonferancen In IMS flferefcj. Report on plana for HIT nshUe cdflale trade safety coefemar* ^Jforehl. S7:S>1& Safety tnlalan fer firs pretoetton (MhmkUu). Mdl coxssmccnoii ronm Tb*t*iica of safe conatnedon (Mmrinett). Look up and lire--electric .otlUty compelea aak ceaetrection tadnepy to lote cawpalpi for redsdaf orernoad pownr Use aeSdcnts (WMe/Tfli-Bi. Mm. --rktnea and methods (Wilms). : 24>ta. Safety and heavy tcnitieetlon. It law ranee project and tha hlshway program (ArmsSmug). TrO-12. tfaa of wichaileed apdpnient for eoaatrne* tlon of aotno and bealace ajetieno (Mem**), ooxarnccnox tsenwr Itteotee. TrT-Sl. Oflhnre and unnanmin. TfT4. Reenutn of sonant chelmea (BemMme). i rsicUieii'i. nm --------------, Mir Principles of indaotrial hmoafceoptog, S:2S> COXTUTS The annual bcnfciem and tndnatiy aafety contest of the flreatarLoa taptea Safety Council (Keglm). :1M*10C. ftnl^ nlity cartoon content fIMlajirl. Ropert of tbo National Fleet Salem C tart OoeMulUee (Cm). TS7; em-Jt. Safety eoaemualcationn in tho ' (Mums). Tdtphvev eoaapaay to launch aafety eamy cooteat for children (Free*). 1A Transit authority awards ueawryare cash for slopens (Baker). SR:U. counu AaoxAtrncAL lamkaioit - -- - (thft). Carries*. WUian I. . , ... Xnreed^ndra praoedora and report writing. cosxoniox TTu^<i<sr?sa^a1* " Cottrad. M. tewlee. MBS IMV A. tribute U K. LonAoe Oettrad. pteneor tn l ieiei nh Cor riaaeeatary eenoM aafety (Btmek). HMi of trade emits Cow. M. C. Pud (mw on poaiUre driver tvoting. SOt Report of the Rational Fleet Safety ooeteet ramaaittem *Orrr*nJ7. Tiina methods used la an ahoelaam ratection plant (Mteketta). 1T^9-SL FTsnn*! board demonstration (Meteor), id: M, secMonta Look up and live electric utility eomponlm safe oonetnetion Industry te join naiSSJKtStl&STZElr1 w Some simplo meaeorao to eliminate the perils of construction machinery (WOeem). Tilt. fentomohUc crash aafety research (Dye). XT'. Barrier and rafattenlag rrvawa for workers In epoxr raotss (Lmcgo). PA. Creel, W. C( . COKTSACTOU i snd methods (WUees). T; ; Safety snd banvy conatraetien. St. Lawrasce project and the highway program fdrmatrong). T:P*lX COMVRTOXS Civfford, Dwight C. mptaesring mmittM report for Fnblte sm^oyoo Section. yin-TS. Cronkhite, D. L. ' Frelcht and pssscsser enr maintenance, ss-as-tt. Creuahere. /. Mdwi* ______ m spaed control device* built-in ifcty foaturon--anrfaeo arise plug ---id;. m^7. 1957 National Safely Congress ctmm smim Xalh Atiffag openHim on cutters, safer (HcConmaephep), MUX LioU switches dn'otoUk upotrt paper catttag aaehtae (Burt). ss:S injuries (Ttrr). le CTUSPXM Compressed iu <7Under safety (diaeoestsa report) (JUtnJtarO). m-M-m. Safety la the oeaa of cylinder gases ta exyeddhf aad atUac (Month*). the hoards of ai . 10:10-17. D Done, C. Wests* The aatlooal school hoe program--want It mesas to a state 4*pertmeBt of education. 29:113-119. Dashs*, a. JBtv to train toners. 20:7-9. Doorhorn. M B. Bare w* failed? (The president's report). 1.-I9-1X Dthnunt, B. 1*. EetT program tor i 1 mtnSM plant. Oniiii, /w F., /r. Report of the mini chairman ot the Ma nat Section. 19:10. Difsstidaraiwww U; DELUTIOK S'llTWH Physiol* lutio*_*aten e D1UITIB OBOAjnXATIO* PUVt r sato 1). 7d Sss also met aid. Effect of fla shots os driving ability sot determined (Oman). 99:31. Food-borne lleieeee mar be controlled throuch atoaelc energy radlatloa (Jamon). o;Zt. K The Inadequacies of ooeopatioaal dlseaas cootroL research, aad legislation ta the U. S. (Bom**). 19:19-21. Mental, oerroua. organic or fractional dis eases are physical factors affecting safe driving (thorn). 20:13-1*. 1997 wma the year of tent awareness of the disease aillcoals (Oerdtnor). 91:14. Occupational health control through engi neering (Ton Atta). in.U-U, A rsumf of occupational disease coatrot since 1997 (Gardiner). 91:14-1T. See also apodfle dleeuso. dus coimo Goal tar preduet for ueaHim deck ~*M*f -iiwimmi slipping, aolae of atmlinff. odor of die oil aad otg* --intuBiw* costs (Torr). isdi Tanker crew sprayed ToUn'i Earth on wet paint of deck surfaces to prevent slipping aeddeata (Vendor Onto). 19:19. Do Bom, John A. Driver safety Is Improved by your Invest!- -----------------------1 physical inadequacies aad laeptttodca of people at* not changed 07 punishment. warning nor Instneoon. but only by self-imposed dtadpttao fXosenstein). PO:13--lC. Safety discipline (Batatcho). o.-T-ia. Derailment problems to a Modern cool haulace system (lCMJU;. 9:17-19. Control *f health bocards of electrical in sulating matmate (Bettor). 0:14-1*. Epoxy Te^m and catalysts hoarii (Lmgt). 9:7-10. DOXiTRII, aaa alas Barns Deohm, B. Francos FlcadbUlty and feedbock programming for a maKMocatioa operation. is:l94TT Do Tinier, J. B. Remarks nt the Job training and pUcement panel dlsrusBcn. 7:33. 74 EHttsur. Fni O. It Isn't tbs coach, It's the team. 99:9-7. Dodoo. Colesvt X. Cowboy highway safety. 9:12-14. Dodson. Broderick Jr. Behind the scenes--the Insurance company's , role la industrial safety. 2*:lS-39. DOXOBA DHASm G mixtures factor la air pollution daatta (Bolt*). 19:14. Bandies, wptidsr knobo doors, afford aars ffager < 19:19. Index haaaatf la rough weather aswr^Bsr*. DUZ9A0I D?a?`.jEir *"* '** Drate. Mod B. _______,, RaapookbmtSoo of ooOogea for aafUy pcep- amiou. M:97*dX DKTBB KDVatKnr 'sssss.s'^iassrf ReUtloaahlp lacted------gTapbii noa-oc--------------- tttuwi bus lecMtto; mow moc.y --r tamr about them? Bow can we m ott mars about thorn? fAfysra). *9:1C1-1(*. TraOe patterns aad safety problems at ^SrHea stations (MpUtn). 99:-*?. -TTiusm ta todusuy- tha safe driving mwmd# oftoe, Msw Tesk T^phooa Com pany (Prom). 1 MM. _ m). 1: Dsmonatrailoo. Of totsgffon tsehntauoa tor driver edocnOea (Bnrnma. Miakaick*. Vuehor). 99:Mt. D^s^5sr.5sar`"tt" "* s?$M7&ss.,&=3s: Effscto of drtver odncstlon an driver 5SfcPWW - Evaluating cbsimtlon time as. d^vortot driving instruction (OomphoM). 99.19 it. Evaluating Undent perfannanee In driver daodM (Bamth). U:M H. An experimeut In the nas of tha SmithOumhp system, training .your eym Thfoinrgetxhpoerdt edarlivainogr "pl(oBwu. sn(Omitkma--)a.n).--99:97. sum nsroro neirvM AXD SHTIFO-COnMMICTAI. Aceaataato tho positive (Forum), no:** BY^entttve In drivar tenting (Brack), not Be uitollra ta using Incentives (IFaepI). *,^sa2."h **r* 4rtTIP Oomadkrdnl vehicle safety can ha Bnpruvad (Ukutm). 1*:H Driver training, and/or rafneebar counaa (a panel dlseuaalaa). 7^9-3* D2ga * ^..-ssas1 " B) OrtsoteHou -- tho beginafnr (Carter) 90:41-44. b) IMucntloa--the fou&datko (Leiko) 90: TiSkhddJJ-**- Ripi8ep^u8l^o?Mriao^f Ktra5Oe6otfSfendre--rs and. aen-offsadsm (Booth). t9i29-*. Dae of visual Uota la drirei e) dUmulattoo--the freaoeworfc (jteUon) 90:47-49. . d Homan relaOoas--tho key (Bmton) 90:1092. Oar auto fleet drives for sefe*7 (Mmemd). 14.4-T. nimi Am skims Am driven falling our oaMonnl safety movement? (Joknoon). 9T:49-47. Cowboy highway safety ta Wyoming (Dodgo). aTii-ii. Mi S9:L.__ Education mast redemp behind tbs wheat (AhromoSS). 99:47-49. Bam yoa mat Otto? (TdtenJ. 9:19-19. Human behavior tad lSjrtfaUon to tnSc "mts Cffaafk). 9T:4T-ef. study *___________ - Minimal visual nteWanb f private ear operators ffffml* 99:19-30. ___ The school bos program (a sym- poffum). 99:113-130, ' New safety problems from the .expanding (Bopoo). *9:ll . . . Promoting publle rvlatlona of trafie oiuits 1 through driver improvement schools (Knmpor). 97:41-44. 0) Physical factors (Oman) *0:13-1* b) Visual factors (Bagno) *0:17-30. e) Bmotloaai factoss (TumiZ) dd-Jd-M. d) ^a^tl forum (Nlehoto, moderMor) *0: "Sswisrasrj'' c""" '^.rsssror1^ * "os^" stsosl ----***-- rssommondatloaa for mtomil visual standards for comtairrlal <Mvsrs (Bagno). 99:19. What tha Virginia Department of I 04 '?i&'T6sar3s& n$$*r* P47. ?5 JW* Autiunal Safety Congress DBUGfl Conditions affecting safe driving' some du> parous (Owm}. (hm! Some current aspect* at B<|lwl qnaditry (PtrUt. *1 :J7-UT Dugger, C, B. OmsIbI nwuhi of flntwl duiiMA of the Power Pram im Pbrgl&g Section. 1S; 30.Zl. Dwsitr. John M. Kudllair^robkm* of asphyxia |S industry- la tlM NTPA code for tbt prereattofi of dust tnlodTCt la starch factories fOomeUj. Coiledloo riBtirarie* tabulated for the port able Jor Mlcredjrn* Duet collector in eos- txine4uso.ua operation* CifcvM). : Dust and fumes tram catalyst bed beta* rrifri out. caused pauses, tealtUax Md coughing to operator (Pateeett). S;Zf, Dust collec rontJmtotj :!>* ' Bpoxjr resins aad catalysts hasrrde (Lange). -S. Factor* la eshauet reatiUUoa erstem deaut^for the safety engineer fJfore*J. 14: Hp control of scan of the nt* pyrophoric metal* IBroun!. tSttMl. Duse. Barry J. How to tuftr mine safely, e:li>IL ' Dye, Uueri ft. Automobile creek eafety neearth. *Tt 41. Dyment, J. T. Jet ground handling hassrds. ff;Sf-3f. BAX hires CABir MOajONO L1CTVUS Ecoxonct Food preservation by atomic energy, whet H mu do for our food economy (Jack man!. edMi. Ecoxoioa or umr AcddcaU reduced, production Increased after improriminta to underground haulin system at TCTs ore and eeel mines faMeil. lOrnt. Case histories flhutrate effect of off the job acrideats upon Industrial productivity (Mtdtnaarb lS:D-tt, Companies (tad supervisors more safety minded when employee accident records altrde .tied lata epiratloa imu (Crmuhaea). CoMpariaoM of mceMeat experience, compesmUos and eafety incentive eoeta for tts^yy^^eriod U^ASmtoi corporation Compensation premiums cat as a result of a rity program of boalth im safety for covemmeatai employees (Pagnardf. T; W*# CessMeriag lajuriee ae "Job coots" wilt Buret management actual earnings, and ., TSSsEli? &J""T"rr P*r- Cm* of eff-the-lob aecldeata to Industry rriochui. fK Driver training for public employees la the County of San Diego (Adame/. t;ML A food more tores from lire and customer accidents (Porter/, 11:<#-*. SllJQS.OO0.flO9 for accidents, lajuriee aad deaths ta IMS--illustrations of the con structive use to which this money could have been pat (BamUtan/. is;lt ByeMWramta*^ programs la Industry (Mar- (Kmmnd'b 14:*. Instances of costa to a food store from cus tomer accident* ffirtir), 11:1940. Aa Insurance compeer's toes prevention oyvyam here .rale la -i-n--d--u---s--tr*ia' l safety 'M28JT(Croibv). 11 The main aleneots of the eoet picture of eodaeata (Webb). 4:40. Ritfadaf the^basard* of ualag nitrogen EDVCAflOX Developing a eefriy-conedoueneae la the family through an extended health aad afetr program for Industry ftoiUah s: Educational committee orients and trains new employees In smalt department store (Colton). 11:07. The national school bus program whet It tDManaeil.toaa:sUtate-tdl*e.partment of adducedo See also Public education; Safety education. The rale of the trade association in selling safety to management through "cut aocideata cut coats'' emphasis (CJetand). so: Safct^N--a morel regpooalblUty (Balt), is; Selling safety ta management by reducing maintenance expenditures fglmpeeaj. M: Sickness aad acrideat payments dropped when glass company bed off-the-job safety program (Samfeidt!. in:14. Surrey reveals close raletleaabla between quality of production and tarot of visas! eAriency fntmpeoaS. 94:0-99. Index sLscnocuoosTOr Water rrerhs eafety program ta oast dej ss^SusJsrsa1 "* -- a*"/ What do** an yu promm la industry enaer vome figure* nraggjo Cram fiber------Z5a. and fiiaij OjTumupi (Mm 94:11. Emend, M. X. Oar auto fleet driven per safety. 14:9*7. UCOTXOIUI. TACTOffg, me Attitudes) rw xLom imicinoxi ipany pobllcatioan written with a touch _ humor get the eafety meaaagu acrom to ahlpo' personnel /Mancha*). 14:11. Bmptoywo safety prompted, through monthly yferine "Trenalt fieritoe (ZHtS). M: sviuamslxotbigax* GoatgM^i cometloM (Oaird). : Xa "hot electrical ptareMJ. *4. Low voltages nrmnUii for reppbrtag curds for Uritt aaad ta damp places Ramm f gas Ignition* and Are* ta.acal mlnan mace PMMPt of Ow Federal Coal Mine safety aettJimraiimdeHrne to xxxcTBicAi MomanT mcnox tChuten. :9-tC OOcera and eemmmaaa. n:9-4t. gUCTUC IffJMIff muniblbcwc wok up and lira sUctrte utlll^r e aak ooostrwcrion mdaer ... eafety at Bethlehem 1 (BaO). 1:X Safety eommuairations In the foundry (Surnab ffurray shews only 41 per east of plant* having publico.turns, devote apace tar safety Kt ama (. CtantXa. n.b 19:9-10. Dae bourn organa to extend the heelth a eafety program of Industry lata tbeboi (Bhutef. an:10. B^|aeitira ta driver teating (Banek}, no; toCangy company employee* required rar ity proper condition of workplace and egulpmeot (Ba*). 11:* Casa history where apprehendon toward job requiring, respiratory equipment, reeuitod^m^emptoyo^paaic and gee tsnala- "Kftss.'ssyjwarvsyr to~- ** m*a T^taau factors la safety (Ormma). is: IUGTUCITT -electric shock C^Maall^Sppoa,ttwSc*ftrtum?>^mm&fc kuied vMi bKint touched volt Use (White), r slfl-Bk Beetrimd fatalHim at Bdlann Zlectarle In- "*S3a.^T5aA "***" Fauuuea tn tBa eemamu vmny aad mtaitul aggregiteelndemjlm ffioasenj. 4;t 1 Hsaarta of 119 and am voltage in Industrial operations fffvewaj. ne:M-iQ. The baanrda of radio transmitters aad tbatr correction (Cord), ffJ-U. fiMfsg down a IxvUea ahoek U can- hutJ* made with electric range (Tmrb Physical aspects of lew voltage electric abode fffewwenheeenj. teffBL Safe trolley i--fntmanna on electric muroads fKtrkj. nn:x7*3fi. tb of A.C. seoer a mCety teatne at the Ireland Coukke (MoBem), fisfli. Paraeaal esotset with reed sad yard train irgtisa^hn^tr^ a) Why . . . (Themac). MM X. b) Bow . . . (Brahm). WMtMM. man). s:l9-St. TKISS,. WSW feels' training Safety tor echool penoanri (Waccarbnrger). 9 "vatss Mddrat ptmatlH {B TBgethwneua Is transportation (Vtbam). a four petnt 77 2957 National Safety Congress far ]tk i Xaiaatory of ooespatioaal neMnt 9* tlM mtirUim (Qnuskoro). 11:14, nronm aeon ?SSf,?^.bS8SSi Ptoyotba^ woods misty M'JMO; Selection, placessot asd traUlar of eaala An plant (MSarSett). it: bout safety procram (Patria, SaperrlBnc tu nntUol wcrkar grant.). 18:4*& For- Trjtolgp^to control aab acta QftUon). Wat w u Mac to p--coot Nlloof* -- stdonta it iTwiwirti (Qtamm). Tbs otewpotat am niJ iM fle safety (Barry). tT:A ft OwapotloojJ baatUi eoatroi thmch aeerin* (Tam Atm). 18:11-19. *- jj Safety--a *ll*m (a fCstterJ. S*:74-T. a Study of Hlblllllf fOtSTM OF IM vara could dssin oat tbo *--* et ca tome ttfaa. ami Ucbta (TOrvaBJ. Wbitmnka* 0. nod plant UqpectloaT tsymposfam) (Stn&baJ. mfioTm-WTimojr DrtvU* aectdaaU ou bo stappad |t tbo blriac Uso <n NiapidMi). O.Xn5. *' SSWf-` "SfflWTEWP* tad oro-pUnenaat is (Qenber). m:Bp)B rirtr control (Warn Safety ta ship rcpaU-watcfclar tor tbo bo* -** nmoimiiT Drirtr safety la iadaancsd by poor daetalaa -<U or oat to biro bis rtmyMo;, 30:17-40. Taraaaatblnb esaploynMat lateral*** stake tor better seJoefio* at peraouael (Cram- therm). 18:f*f. ` HWf drlror auporitw (taka). o:4S- so also Labor tanwrer. EffFOBCXaOSNT ProBotlar poplie raUUon* of traffic coasts (panel dlicasslon), artdtkM. Are denude devices lapnrlu trotSo eororcetaeatr (MahwtaigK*rJmStl. Rural enforcement problem as tbar relate to apood (Big). rf-Xt-tL toto tod to ^ SSSS\&&;5! Wamoe), StitiXt-30. Kxromcmaaan. u* eiu p*uee 78 cMGimia-timT AESO safety ai salts. sslXlJL Are traffic aoddoota erlppUar rant tads*trial safety procraaf 1<HmI Basle scan la aertdsst preraatfes (tbo ssodM* at tbo Americas fadety at Safety bl>Mn>. SA41 Be1h0(in0d tbo It * i 18-90. %UST&`. Oaroara to safety (BIB). t TJ duties at safety onrtaeera at tbo BstU CMstrtet at tbo AattamUmCWrniti). 10:41. Factor* is orhaast Toatfiattos system dotja^toc tbo safety antfaear (Mona). 14 day, course tor safety officer* la Great Britain (Yattmgf. idK wt office safety (OararA). 10:7-*. iSl **'****** * <ttrdta Hem. BMRhJaaa and metbsda what tba in dustrial engHioar b-- *- - atructlos industry I Kotor Tablet* safety _____________________ vPtbonomt icwaanndtb?a sMamfeOtyawaoaacmtaaaornsSu^pXpaoartaarvn)d. 10-0-14* tbo aatoty avtasae's respoaafbmty In Bra protection (CaOO). idffiEST - *SdSS5. -- Sbsorgaedga ^mXatryadalragct^orsftamgl"tioaoo^as.U,ak- 'Sssr^wss<srur.!aa.Sw5 s-s"aa;- index Wa aa do son wife aeddoot statlstlea taarotM). SO wfiara^.,w Wlat'a_E^lina la aahgr. a safety 4trodnr BBTLOflOKB _ Caihrbinon odatoxlxnlodswmtassadvdbeltdoto^mema. loantm. u^ataa Mo>4a9loatib ttixtw%>;(Pfe**(U* Wbat is tbo Industrial alposnt? (Brown). 14:10-19. ^ginsHl. 11*1- ___ naaaaaiTiaATag -"r" 'rr^0 i^s`iasffia is&.*7sr. umtomoDiT Nw treads la oowimiIobiI bealtb piocraao (Oanttnar). *1 :llT Tbo rule of enTtrowont wost bo tadadod! (aiortoo tJSi onoHa ot UhuWd "* hoatoS^Seal (Jnga). iB^a-34. a-ftr is hlxb tismia dbeaaieol raoetMaa ---*?*y??TS?fh5Sd*l.a? oW**r pcotamoa (Ktntar). _ t . 11, uaad br Bsraas of .mass for InoBitiaUas fl*M*hli _ UsttA y^iii^ Vaa lraitloa poorcaa (State). FisasHrinj aaaiBOOla basarda (Andorran). W^^Udostrlal pUnta bans (Crotbe). : pmnnoiooT or acczdkbts BpideBtolocie stsdloo Into asiddsat tloa Is ea eroa of usesrcb.ot .tbo O. B. Public Bealtb Barries (OodAart). ib:9L A tears approach. Braid bo aeod la jfdcaUotone atodtea of bosM aeddeat lafertM (lekrant). ia:ir ~ BpUcpoy so aa aecfctcat factar tor tba drlrar fOisssJ bo:19- 14; (panel tontae) *0^4*17. M. CTOX1 BBBUCB SSS^i5^if7S2f.'S!ffiff Bp^r rastas and eata^sta baxarda (Lange). Btatloa of coal oiina read Sralntlea at salBBla osploafeoa (CaaMwa). sJZTZLr. y th. sga'TS 2S& ffiu\ssa"!se" BnurouuMii ________ s; Sfetiaf rwaaaar). axel. no eoatrU of omo Btbb (Iisw. __, pyiupborie ESTmomniM OS do TnmetSam Tba new aotreut astracUas J>U*ts K9TA ndilSo. 94-T (Steal). IldPaT tloa. SB:84. nciuioit Bucsootloaa os bow to toUndue* tbo public to tbo proper uaa of sotalator* (Primta). 11:49. janes# A. L. Tbo iaportaaao of safety la wsrhsiiNsrira --f*y and uraiiiiiiilistlnns IlilbiT. Tba atbka of safe coastructios (UaemaU). ST-*. Ab of tba ethic* end smala at thsUtom eosaolty aa rolatad totbo lasdeqtincios of wsrkma'i eaaapaaatton. feetorrmpoctioa. and eeeapauoeal dlaZtm^aSEtioer&agot). IB^IML Sefot^-a woral rsapoaafbtUty (BaB). IB: y---- s. d. r. TwiirnTowssts tir iifgnw tasi at TCXs ora aai a 3441 . BCotact aye laasaa not safe to* aatouabUa (SlaBtowar). fed*. mb see also Oofateo; fidia MU4 IbOa uadtoods (Par**). 11 BO. FMvriba of_ wM*sb_t& ?** aboard (MlMan ffarr). ia as. * SuiCifirif oil Unbar craws Bro (WChbi. 1S:1P-JB J9S7 National Safety Congress field, OJtatr Dtffarant optotoaa op mmm of wntuioM Uaittoa imo&mlM wttt OmJi acrical* tml pnnep (MiwmnJ. iA rnrm oofatr mekm mmm, Its ttUnopt `STaArfir* .. OecnpottoaaS aofatr rhaTlip ts tka od'"i fCwffarJ. --,TL Offlcor* ud committoot BJO-IL nnara Bow eorToaton Codcao man to otnctarm (Machaek), m:lB. ftwi, Mmraeond /. LMac to Uw air btMib*. t:lMt dotaeo tot ncthm ct a mmmgm (Martlnaaa). lid noniMW BQKW1T ACT Rood dtoa tad Its wliHoa to tnfle ucMauTnuM. st:M-s. Fajdetan. Mywmm Tbaas^mOtc'toh.ulcal dapajtuwMfa rate to aofaty. ftmm. Chariot IF. Tot ^tolaaoptrr at tba beaded ehoaa. 1: Parrotta, M. W. *J8SrS3-* " RmdifmauuBtnr` fle udtata br t Prortt aflp Hfitr ^Grwi;, lO:?-*. Radueto* toahanorda of oda* mftreno aotutloaa ud Midi fPtrrlaij. ioilxL. Sa/# of ammnatnai altrata wnaurlil Ifjm " * bloatfa* o*unt fOro/to*/. VUwUWa^c ommnto boards (Andareen). eeoforaaeo | . Mlautaa. 14:7-11. OOooro ud noaniatttaaa. lOdMi He^-iisr-- * **"--------.-------1 toa XVfi da tor toa prarta "ssssr isjar`mt,,m ....... c^S5T%SiS^!SEr "srsrjfss^Eaariss! ra%arsajssf'fiia.`*~i- Rn and aaplpatoap bourdo et ettt 004 faInart braatota* aimia fmaratt;. BiSS-Sl. Flra control at aema_ aftM m* pyupbotic mafia fgrawj. MJItt Vln promotion and Ora antral (tywpoatom). 11:14-11. 'SSg^fT.SJK' Ha aUa*anla (CM*/. VWI. ""8~&S-g5."T3*>r>r aa a >n> co 1 artafto to ton rtantoi tabqalMa tor aa^n (Weed). at " {MehmjmetJ.9'ij/B-wT Iadootrtol atonal to On bia iwIim n ira pn tiJB. Mjnod FroMoant to ton mm a* "I11 tfpttrt- pal- swtrwiir-SfflR- ^praSSSy^gfiin^a^Ki mt*cUo# Mr^Smsri^5ut *" Mini of gem taWw amd In to aaal ^dSgsrtaLggr.jwrsss! rant ncnmaea nraaiaij. aam. s^?sg2y,,rAffla" -- Soto oan at unantan a|t aamdii 1jrwi " * >I||I|B **** fOr^toai. 'sjs ^-fsajTJKsr ,s^s- Sototo to *to lto /fftonB). i:M. lagaty to too non of cyllndor j ^SS^Sf'.SSWS 'St&S'____ __ '*& ."S! "SSa "^^fs^rs^s^ssss procram (Cone). 11:1. Two viand aids oaad br Sanaa of Htew tor daiaontfraflng Ha--hi# Uato of fttolia^ mad <*nltlon aoaraaa (Ktata). ni.iw.y omaonato bomrta (Aadetaea). 10:11*1 *!t*o*toalinia^iasjiTi aaflK m-STir. 1'bSiatoSr *?&$:U. & Public BaolUx Sarto# to ods of aoooartoir paoto lldl. mot Rad Croat find aid tratolac batom torow laOdnt oootrol pifrao (Jeneel- ***0aMUMtot up ud iratototn o got utility Mfety pnifruo. SJO-i*. *i?ory&& ---------mod rioahaa--/. losfc sa fliiauill LIQUIDS Cboractorlattoo of diaad faola (Belts). 1t ^swsrsssui "* "u" 8oo tii* OoaoUsa: xnha and Yukon. Softer with Orarni {(Herein). 1:14-1T. SS^^JSS^'ffiSE?5--*- lb* Burton of Hiatt eourat to Or* old, ud to mtoo name, ora oidato m memen fUKKDC to! Ktoa aototr pracram (Westfield). : Ml, rriamlrol hosorda of pulp blaocktos C*H3un- JrKSoi^SS SUaat toqer>. **s- Btaanaacy Ant old prosram , ___ ladtrtiy rPraoaf. *ll7-f. FOOD DfDUSYBT _____ Chosen to too NTPi eedo tor too prmauooof %iat oaplpo>eaa to afitk too* I'OnaQl. HrtP7. (Myrnt). _ Pint old oad ariao rMeaorooma of bullt-to aafoer *f awtoeo aUao plant fgiaaifA iaJO Pint old for eamatte bona (Baaeh). *4: 17-10. rood ratoUon aofotr flaa*"1"* 0 *). 11:41-42. .. Bow I train w Tpl-f??^ir ^ mStt* (pud dlaeoaoloal. I1.tt-M. ____ Tba an aolrant awteoctiU PUaU HPPA. coda ao. 34-T (MtaeU. li**#. Paooofol ud sate uooa of atomic taafSF Tint old wit* ay mol * bad at (JaeknaJ. m-.n-H. aar^ss ^ssr^s'u" (Damme). SI ^*14. Port* alntanaaca. altty-tat old raeoot- mtBdotioaa Tor ebcaUeol poiaonlag (Wu- Ponidpottoa to drat old akCto oetiTlttao ceaonttao aofttr owonatoa (Breen). Ol to. Plus.to ottarbaionto eoiriod w!tk domoadr2L%^A2^.,&''-a~ml Wbr todnatrlol ptuta bun (wapeotaa). li:to-as. roo pmmRTATiojr Pood pi aatrration br uion praradolaibi pear (frtaee). li:*4-*i. ItoapaaHbUltioa oad UniUiioua of too to- dorartol aorat to tK riatoa pngraa -- * 14^71-74. part of toa Oractm *Siaatrtd^EoS^mt Conadaalon adaftteaol profraai rCoOo- Oan;. i:Sl. Hadtoitl ooutroi of hoorto* toatat. 14:44-7* FOBXMXX BrnotSoMKortmollnUr f^oiIrSadMo7B> a-HUoawt otfoagaaotdlatondprriooni to aaaapt tb^ aofatr raopoaoi bUUao" (StaST. SfJm. DotiM of toa toetlamoaocer or madatr Sf$? Kaiumai Safety Congress Mi OrUgtnUan--tha bagtaalwg (Carter). b> MotaOcs Vm IWadiMw (Lake), so: --mintlan --tko framework (WalaonL :<T-X d> nfumaa^mUrtgaa -- tha her fMoatoo VOONDBl 8* '- at the --on^ (Tam OpdwuCsotrrtsioantlltla----Mfadar UopcnoapearaatdiontadWaaktnriawl In M> UJomnsi oolf t-k__a___N__a_t_i_o_n__a_l Safety (Workman). 1:UB-I0t. 'SSffiK', ^rs32~ * " Bow to Nt op and **---; a pi guilty -rqryy~m. tha sola at the --perrlaor Tba biau.MMi la tot7-4 mria USS'&IE!:TS5SSE* - " ^s^^rTs^r^irr^- Job itmaipugma or jccfcjant tnraatigatloo rapatia tall hav will ftnwa or --perrtoor Instmcta hi* Mo (tfatnom). sg; Manthty boons la pmd^ahlft booma ecmfesaiTsiSirfssf."- "* * *7S2SSv.*?5S^r,"a" *" Safety ud tko fgromm (WUeee). MdML Safety performance . . . tka barometer of good ifwIXio CXU*;. it:?-*. The eateetlem and od--stfon of road --oar* 'and tmlail namtom ttSSy Training necnM, for --pontoon tot--ol* Sadat SuMct of tha ta--da company tWemdet). Itia POBSICX oomua. a-- Safety ran now Tko four Imps XL S. Moot --fWy ffiaa (Mmtfkmm). lM Fmriar, . W. Community flrw jwttp fTn--tar ST-M. Rood dlp and Ks mniw to tnfle m> indents; tompart-- ipina rural from mjps Mtf ca--motional mt fNrtafc;. XT(looTi tE2EP&BS5r& ternary). 14:21. Frame, Oartntda X, Women la Industry. 1 dMt mut Characteristics of dimel fuels. exhaust-gas composition. and fool-air ratio* (BoUm). J^IgMod handling haaaids (ttymemt). S; table). *4:44. ho on round See aim Gasoline: JCodonr pew. Falakem, Chetlee X. Tha opportunity far Mata a--ut Mato ipieiM. u.'lffi. Tiro control with boita trtflaottdo pi la fa^-tnmtlng ftuusceo at smgnasfum plant QUae fonaaco rapaira (MaOugery 1*:12-13Safa oparmtioa of industrial fuueti mad hoot equip--t (Safe), iniS-a*. (Cana). 1:. iou uft noon The fork Uft operator training progTxm of tha matartels handling deportee-- of *. X. du Font (FraSerf. nw|>, X. In Introduction. :*. ****?, M, L. Minutes^ t tlii anneal --uadi anttf> ftaliir, John X. XefcCr--a retreat or a challenge. lad'll ronrsiTiOKi IT. K- li!if Foundation iruti apomawd bom Hfitr dmautiatlia pnUdaTM* Marat. 19:27. 82 OaMaj^aafety aboard a flrnlghtar (Terr). gabowats 5".U5S"<~ *h~rt * Protecting oil taafcor crow* froaa aoddanta fTo--lor Ctnta). 1:1A. Oerdtmer, X. CHetm Nov trend* la eeeupatloaal haaltk pro in-- si :14-JT. dtrlMr. Maria X. osa nmomr I'wwif oducntloa and protection (Oernettue). 11:440. tbo tatocrlty of the --ur-- eontalnw and bo maiataiaad (Uenaing). isOS-M. Radtoaetlra caufaa aad pacara aid <due* try's production lloa (Jeekeen). 9'ktK Om week CD T400 for war tun (Fete- eett). U-AT-IL. Oh --dp. BWHr7 la M bleaching ptaatrfnaTVmfO'*-).**:*1' Tba (Femeett). of caalotar-typo m aaaka 0-- ad IiiihtI aootata to lodjoata laalcao is teot&ece (FeteeetS). :!? omsAL vDnunox or wowdps CLUBS Tba OrWC tn2k court vn--a (Todd). STlSbM. Natlon-Wida traOe oeort tmpronmeat pro gram (Maeton), st:KHL Otkaon* /. d. __ Uatng to dual car plaa. ss:97. lm.l..Hi.r DUI _ri (Famaatt). ala. Ot-- hlotort-- of d--tb aad taiury taort ni uaod la taaka asd koftloo trn tatty aJ7. ^ Cb--ini baaarda of pulp bltublaiflW-- *4:10-21. v OimJM waarlar Trpo N ual--nal caalator ' naak Buffered aiajor Injury tram pboo- PM (1B (Feweett). :2a. ftaauaablo a--terlela la tko 4*akil tab--toriH -- ariUo for ntlBf (Weed). QtaOeed. W. It. ^ XXoae'e appro--b to tbo off-tbo-Job aofoty problem, itdl'll OLASS AND CZIUOCI XNDUITJtT Gleja furnace tapalra (BeOtngar), 1:U-1A Bov to control off-tbo-Job aoMd--to in tbo glana and earaml-- induatrlea (a aympomtua). is:12-17. I"s"s.u^7<sssur`??i!rT"- Tbo ralao of good roeorda and bow to use them fjfuddlck;. 2*1 GLASS 1X1 CSMXtCt IfCTlOX Om aad tapor air cootamlnaata. aad ra* plratofy protection (Femeett). t:1441 Cmm aa la--tatin* mtorlaia for eloctrfe ---------------1 (uritar). a:U. ' nr hot-- of .... .. W. Zaduaorlai paeea dlacuaalon croop (Xeinherd). * 5*4*. Xaeet c-- uaod bi lira cootrot of --taa pyrophoric aetata (Mrxnan). 14:a-l>. X ptaaaod cas Job Ca aUt). 1T:-tS. Kteot of --a Ignltlone and Or-- ta eeal iMi alaea guaiatat of tba Mini Coal Ntaa Safety act; reooiameadatloiia to pronat roconaacaa (Weeeer). t:3HI. ' ' i of dtcoat MsipaaM la oodarI metal mines (BTolta). lafT-lS. Safety la tbo uses of cylinder pie fuel no welding end cutting , J&4P. lOsutaa. IS A-17. OSteeia and cemmltto-- nsttU GLOWS got Markets increased production, reduced knife cute through in of gloree (Boar). 1114L Rubber gloreo Mill need at fammbur.Wi^ta la tbdr "no hot work" program (Uppin- eatt). :. , GLOWS, eoo aotklng Tba accident proraoU-- P*<ng> of tko Public Health Santa*. 1S-.ZMI. GOGOLXS Oogglea p._ -- Inc operations (Terr). Vee of onet gaa anaJyxar. or a Dacfcmaa parnmegnetie oarfan --lywr. to vartfy cent--ta of oeettfled broatblag air cyl-. ladera ('SeteAardJ. S:&7. ^*SZSs2??\.?S. ,,ro*'" Safety gaggles a must In eaaaCle soda plants (Saaeh). S:1T. OAIOLOT OasMtuo-powmed equlpeaent b-- dimdpanrnd Croa modem mines (Botte). ir7. Motor lifeboats should bo alrad of gnaotlM nuiea when enrart ara rutnovad (Terr). is :kt Two via--1 elds used la Bureau of Mta-- for demonstrating flammable limits of --aoUa^ and Ignition --u-- (Xmte). GOLD 10X150 What we ere doing, to PW--t fen*-ofground aceld--ta (Oreee). ip:M-sl OmwS. Beit Changes la tba MlTl ood* for the praT--- Uoa of dost explosions la starch oetorie*. 11^-7. Goodin. X. F. "Nat" t, LeglsUtlon as It aBe^^pnbUe emptay-- eafety prograa-- T:---TL GBABB csosnmf mgbway-rallroad tin--Ing safety. TS:2p-, Oraftan, M. J. . Safe uss of ammonium nitrate commercial fertlliaer as a blasting scant. 1S:2S-tt. S3 1957 National Safety Congrats Ortuao. PMMp What we am trtag _ fnwad uddtatt. itiM M. t, MUoon M, l ijntia. l:W H Ora*, O. B. Railroad loeosootlv* sntoTvniBn 11 cut exon rouimiar socmr a esopmUN betwt__ _________ -w*&sa (Workman). 14:UO-10> oun Bonn urn ooKixxuToxm hria safety (WfOtnms). t: Four atiiorlw ot haMt*. Mtuiit. cot Iftacr 4 MttKdn, tttt tnollM to 001*1* up peoples teadsqaactes ud iaepuMdto (Xesenstetn). w:l?>R gackort. M. P. The laMitiM* at safety I* mschnilritloa -bridges aad mrnfm >n:U-M. Baler, O. e. Sobte Mrtow tajary Wo> >S:4B-48. AB, CSmSTBS P. Safety--a wml napeeufbOltr. illicit Boa, Robert W. Pwwlttlco ihllltr --t>t lUtuy family. Newbies. I, M, ta "The DOtku Story.** gAra* og-th*fob mMt pmmu i Moitir todayr is:U>lT. Greondtag portable tenia. or Hattnuy electrical egolpmeat (Wrawmj. >4:99-4* Tbo hmrdi of rodto tnoMlttn w4 (hair cotwdho (Cord). tiU. amour mon Center for Safety Bdacation lejuilBiaeitai with u for ittwiloi trade rnddati through educational atUoi ef ptao ilr Drirara ttk putoted aztraoaltfaa. or the tee* ot the function at *a extrealty, ohrald set he teen I certiorate* (Owen). K>to?body ta a handicapped worker who aeedo praioe. buildup. aailntraaae* aad gychle Intcnaac* fJtn**M*f*tn;. M: out to know fMortioioiA 11^11 taeatirt twite for rood aittj raconte ta Um mlafos Matir ftoMkf. 1 IModac trade Mdteti br oa* of jtmo rtloHindnii-derinen fPerriooi. tO:WU. Useful and nimble safety mcrtfsr ttdi- ygiw (a demonstration) (Bannmfard). amber. William K. Jot safety aaalyaio ad pro-iliwomt physical woiolMtlOM. aid'd. AcddenMamstigation. 1>:7-L ODABM The bulc eeddcat hoiwdi to oblch ooric era ora exposed with saggnottoa* for tMr control (CHekmars) ilJ: (Keeney)'. Building safety teto Um prtattes press rKuoM*), >8:90-21. Machine tool* u4 principle* ot guarding rStooref. s:io-ia. * Required bu4*jmltlMi ot eporatora at KurMcrbott cutter* lad Maaon (Jfc- otmia nrwMrr -- AJtDC pildti aldlo safety todalqMi (Moons). a:ts-d. ^ The new nudoar-equipped suited atari!* norjr (Witt). 1:4JM. cnuLonxx cunui Trip control gmai (Mart), aMft-9. Guilmartta, Job* L. Hurricane* thong wild women at the At* Iantic. r:SML 84 i superrinmy eppralral program Loadtaf eleretor accident dtteoaetratea tbe cede at thorough accident tanetixeUoa tKaamtangk). 14:19. Maintenance and aedtntetiM at ono handling end related gear (Terr). in; Operator selection oad training la demlepto^material teadltag safety (Pnder). 14: Problem of pollete felling. tMM (Prints). 11;48-44. Uh of air pressure te troaafer acids * -i arton described at "Adda oad Heavy Cheatcole" aectlas MINmmI. t:H. See aloe Crane*: Hauler* ayatea*. RAKDUXO raorid. tea Attitude*. Ruu eietUai: ,r*ne*ol Factor*: Fsyehelegy Bannafard, Marla 9. Simnifleaae* at aletr attitude* ta lodootrial oectdeat prmattw (PhST ; 30-3*. 3Wto for safety sat mi t* accidents. 14: 94-104. Useful oad useable safety meeting techalquea (a demonstration). >0:91-90. Bens. A. P. Company mad* 01m*. 14:00-07. * ffenty, ffowid C. and James M. AneeU lot aetae oa the airport--whet te d* about it. 8:99-91. Index Heryruve*. X. L. lana ot the ta- 14774-77. Bortnett, Robert 0. Tbe ethics of oaf* construction. T:T-0. Hanek. A tr. Bbpmttra te driver tasting. rntfr-T. UAATH PBOOBJUCS CoatioUlaf health hazards te a chemical pleat fXsbes). Site. Xy* srrmaltiiyitograma te laduetry flfar- huxteoi mnu laprotMUBt te underground hulan eyatam at TXT* era aadoeai attee*fferaeA IS^M. 5`ssa Hart saarr ss%^5.' IS: ~!&5Swa7*raihrQ*d irrnrafns nitty. *4:90-11- "KiSfoa the Boy Scout safety good torn piocnua. s:U. Saw, JbWt 0. New oofety probltyis froi '(Ileyes). WtaU-tSC** iiS^SSS Rental beattk for nftty pradvetfon (ooaoloa thrae) (Raaeastein). MdHi Population mobility--problems ot the aertcultural mlput worlcar* (BietS). 84: Tbe posttlre approach te driver physical raqwremeat* (a symposium). ao:U-CL Sam* currant aspects of medical quackery (Piotd), *1:17-1A Sped&e standards for the health of drtvsra must be formulated: throe ps"-- --* which do thla (panel tonal. UAX.TH OZFh&TMXirTS The oeddoat prarontlea program ef the ~W' "t Health Sarvtcn fOsiVsi ifj. it: oonpUebmewU (Fspasrd^. Uedteat control of brnrlaR losses j'FerdJ. 14:04-79. * Kotor traaeportetloB oocspnalaa should hnt a madlcni eaetlon to Mtomlm wbethnr the drivers era meeting adequate stand ards for safe driving (Owen). aO:X4 Hewj^ads^te oceugaUonal beoith programs Occupational health control through oaglBesriag fTen Alta). 1:U-1X. KebabQltetlcn te Ontario. Chaeda rrenngA >4:4440: >4:99-94 Raspoasibilltlcs oad Umltatlonj of the tedustrial Burae la the vlstoa program (Bartraeaas). 14774*77. Safety 'round the dock aa extended heattb and safety program for industry (SMute). B8:9-Ul What's my Use te safety, a aunt speaks (MeOermatt). 1l:7-. See also First aM: Tlsloa. Jet sola* en the airport--'what to d It (Bardg u Aneatl). >^0-tt- axaaT Dismasx Handling problem* ot asphyxia te tedurtry (Dunns;. >1:12. Heart dlssaae ta Industry (McCansiend). 1>`^>-9. 7anlar conditions dangtrous ta safe driv ing (Owen). Mill; (panel forum) an.at. energy (Jasktan). *:*1. of atomic HXALT1 BHIIM A bibliography of toxic cbemicate (Toxic Chemicals Coaamltte*. Chemical section. NSC). 8:44-41- CaatroUlBg health hssarda te a chemical ptaatTZebe*). S:*U. Dedaltions of bazarda. marttantrsl sad per* tto (CiUiniurs) IBiPtSi (Moenegi ta; TlliTHO. saa Ttmhki; Fmraaec* Heath. Mart Darts evaluating itudant performan re te driver duration. mUB-O. huuii behavior aad Its rdatioa to traOe aecMaats- >t:47ho. ' puSg5Sff*32.S5o"w" urart Relatloaahlp botwesa drtvteg records, ao ;acted personality i Item lentIre aad bio- grapUraf date --* - The aaMtgsacT treatmaat of chemical tejuitaa to the eye (11yon). 14:77-10: Bpary rwtet sad catalysts hazards (Longa). >^-t Mi3iiiiy irobleme at asphyxia ta Industry fXhmas). >1:9-14. Haaards of 130 and 9R0 voltage ia tadaa* trial operations fhrotsa). 84:90-40. "SSf* ths air wa breath* (Pmeeett). ffmiM, George D. Human relations--Um key to driver tupetr* -p rialon. M9UW42. Hrinlfke. Cart Safety dladpUan. 4:7-ta The professional viewpoint on n city pro gram of health and mfety for govern mental employs**. 7:00-41. H"e"cfcKor-.I T. C. Sftjr ward_J raining industry. ^ &s 1957 NaOomml Safety Congress Bearwood. Mai rfmUwiale of km ul matt, sm.__ r^srsss&- ilrtnltsnl migrant BijoUa, Donald M. Remarks at tk* tor Mat matety good tun praiim 8:1*. Btohfowev, X. B, * Pud forum on perittre drtnr testier 80:24. noiwm The engineers ttotftot w JM and trslSe Mfttr fBevvy); Tf *" Wmbcu's safety councils--the beet way to the mu (WlUtama). ia:fl-ll BOM Minutes. 18:5-57. Oiloers ud committees. 18:32. The. factory clow* Is * t--**** to every other job (Smith). iy-J7. Handling, of bot bricks la (Use funuce mprir job. requires watching fBaiMnoar). about public liability claims?1' tHordhmuton). 11:4L eMnu (Wiafc). The hew of orsafilling a Mfttr proem* la a betel (PatrtaJ. vv ri*4A Sandlar. suiting, mew runout (fuk aula, tenaaoe rmnmi;. 7;S. Total causes of accidents o* freeway* la Los Angeles. San .feueisee sad Su Diet# tor lb* year MSI (Mathewses mut severs). mJi. arm. Jam** a. Ctmn t* Mfttr. S:jMk BUt, Jamoo D, The traAe problem. 1:4148. 0 Chemical hazards of alkaline pulp liquor making (Bwuh). 14:19. la^M^rwa ^ousakeeptag on a freighter Glass conpear temwtna housekeeping through weekly drawing tor modest prise (BeflAper;. 18:12. Principles ^Mi^ostrial housekeeplag (Con- Bobar, John J. Seattle's program of tliwat aad training for public iplnireis TJ*-**. Boffmmn, Pmni O. ______ ward presenuiloa. 11MS. Safety ud the feremaa fWttaonJ. *4:27. Suggestloos on plant housekeeping (la- meting aad rooting mud table discus* don). 84:42*44. Bottand, Wltttsm J. What are the standards for off-campus housing? 88:70-09. Holmes, Jfatia Safety In dormitory living. M:S1*9S. Top management's reapoedblllty for safety (Smith;. 17:27. HOU8DCO Bolts, John C. Soto use of diesel equipment la under ground nets) mines. ii:7-U. S^rij^to dormitory Urlag fBototmm*. 88; BOM Public Health Berries 27-3L Community fire prevention planning (rotelerj. m:27-. Fundamentals of home safety activities (Meytroori;. 1 :*L Home fire inspections by fire departments (Mslmqvtat). 1S:34-M. UVa^ftap these Ore deaths! fgupbeej. is: The need tor research la bone aeddeat prevention (Symposium). is;l4-21, 1) todrhs of IVy if, Hemphill, in: Safe at boms tBnhlor). 18:1847. Safety 'round the deck an extended health ud^safety program for industry fghuCsi. United for safety la tb* United Kingdom (Younot i:27. Cu safety he news? 88:0-12. Bnokaa. Ms L, Be positive la using safe driver swards. 8:10-12. Buftmto, giber* a experiment la the use of the SmithCummings system, "training yosr eyes for expert driving." u tt ft human bxhattob ef "Knowing's net emooU" peogrem te;M. The positive approach ta drtievear physical raqolresneats emotional factors aotao-S; (paaal fornm) 80:27imUK BUATXOB, saa the rsydbetegy in engineering: _ ------------------------------------DEN* !*""> New Ideas in safety swftehen ont-thlak eareleas employees (Burt). ss:7. Index UMAX uunon Accentuate the positive (Prnram). so:M Human relations end sma-wenigarBWit (Maaanatainf. 80:844. Homaa re1st!nos course for supervisors aad foremen at Allied Kid Company (Ruaaa). 11:48. Human relations--the keyto driver snper* vtMoa (Bamton). 80:8042. BanHngtO*, 4. B. Clutch--brake control valving. 18J04Q. HUHAICAXMS Digging out after mother nature goes on a rampage (a symposium). T:(Ml. a) Hurrieues--those wdd women of the Atlantic (OnUmmrttn), 7:8C " Bow X train my employee* for job safely (introductory remarks to panel station). 11:21. Siumr. J, P. ___ Poison ivy imaualvstlcn experiment--1900 . results. 7:9440. Byde, WaBoca tf. The national echooi bus program--what it means to a state motor vehicle depart ment. 88:U*-12BL BTDKACUC tlHXJU flammable liquids la hydraulic controlled mine equipment a beard when flrte oocnr (Wee***;. 8:98. BTDKOCAKBOKS Handling problems of asphyxia In Industry (Duma*;. 81:1A HtQioonr ictriDB Case history man suffocated result neontrolled chemical process of an arid ud ulfide gantrating Ha (Fmacatt). 8: 38*30. Chemist, attempted to dose nln reiearing ICX XAKXNO Parka maintenance safety 7:40. IGNOKAKCB The traAc problem (BUt). 1:42. tMCZXnVM. sea Awards: Bemnaaa: Catteatat KetbrsGsu fftri#. Berber* 8. _ Safety needs communicating, too. 88:4-7. "Knowing's not enough"--TT. 8. Steal dim penoelBea the fourlmps that cause sort- dents (Buchanan). 18:4. ,, nrATTXNTION Case history of drivae's aocid< traced t"--------------* #-- that were situation The five ooaunon dletnctloBS In driving, one er mere generally prosant. wbma a drtnr *--*-- a wren* mora In traris (Bumnin). 88:43-80. Outside tn&iMnceo add te------------for unsafe acts (ifaiaon). 84:4 HTDCSTOAX, ACCZDKHT COHMOglONg The ^rsgen safety atory (Cmifahon). is: uninrxuL urm Oeenpatloaal eafaty- a challenge to tba cot* legos (Cwrior;. 88:M-7f. Stgnlflcaace of mfety attitudes In Mat* trUd accident prevention (gama/nd). 88^0-9. Tntrmi, J. B. Safety ta voeatlonal sad industrial art* education. M:8-A EXSPSCTIOK American ftudard inspeetles, requirements aid motor vehicle Inspection programs (Brown;. 14:12. Bureaus of W ' due to lack e roe* and equitable.week* men's compansiaatioa system (Beyee;. 18:11. Check list laspectlou held aboard oil Unker (Tmadov Clnfe;. 18JO. Coatrol of mfe working oeadfrions ta a Am plant fifcDcnaot*;. 1127. Fire prevent!oa and Ora control (Sympo sium). 11:14-19. a) What makas a good plut Inspection? fStubba). tf.lCn. b) Can yon wait tor tba Ozn department? (Snyder;. 11:17-1*. A guide for plant laspeetiMW la the paper industry (Berber;. 84:2848 Home fire Inspections by ftre dspertmutn (VsImMlat). ia:S4-0A Inspection eomsalttees atoeaid foliow check Ust toefanique te avoid ewidshta. to pro vide a oompleta neanl (Bcrioon), 18JL Inspoctloa tear checklist .of .the United Anto Workers health ud safety depart ment (Onadmn). 18:8 InepocMwa^ rvepoaslbtuty--training (KM- Let's stop these fire deaths! (gusbeej. is: St-il. Medical ud safety pernouri team to In* apcct work areas where pnbUo easployeee operate (Pagnmrd). T:0. Methods oorreeboa eommittro feariloas an Inspoctloa team la small store (Cole**;. li:57. North Dakota takes safeW tp theiasasll communition through Its workmen's Compen sation Sanaa (Bye*;. 18:20-18 eadtsHna axposurs In the robber Industry asdecontrol measeree (ttmantno). IS: Recommended off-campus ftre protection procedures (QnXnimm). 88:5048 or#f9" pl"" Resume of gas ignitions end ftraa to eoal mints since aurOMat of the Thdom Coal Mine Safety actiroeemmeadaHons to prevent recaareaena (wammmr), 8m Safety eoenimalrotloan to the foundry (game;. i7:Sl-tt. 87 W` Salumat Safety Cvngrett Testing (or takin of dm rS^r*pi5wi iwiSj*^ Ttw w of checklist* ta aft, ia tk* petroleum ladaiUr (X 40-42. Warebou______. with NitnU i 44-tt. wiMt a* ut do<u to prevent Eslls-ofground strident* Tarases/. 19:37. Why^ti^up inspection programs? /Kelsey/. omaraoir Ik(aiieUvawmeetdi)li. of 141. 1mm attr aotfritios ImatMT--a toot for teeprnrla* traffic pew cram* /Butler/. & Inreatory of occupat`ional accident proven tie* actlritlia* /Crewahers/. itj-li mnnoorriTna Are odeflUOc devices ftnproring traffic anforcemeat* {Sekmeig}. *T:JS-tl. UrSUUTlOV Coetrot of health kianU of electrical In sulating material* (Ueiter). n.-U-lA Copper coating oe rircoaium u4 Utaalom poedcn. 1--retd igaltiw possibility fUrewni. I4;lt, Insulation method* used ta aa aluminum reduction plant (Mtekette). 1T:U-U Insulators on M Kv. malateaaaee work washed and cleaned with high pressure water jet /Carter/. 9:22. , DtlDUXCS Juries. plua Ufa laturaaca In Ittaitdj, i*:13. Croup insurance provide* dleablUty bent flta for dob-occupational illnaea (McDer mott). 11:3*. Safety pay* off. Seat BayKunidpal Utility District recovered 3313.000 Insurance stace 1*4* (Webb). 9:40. See alao Workmen** Compensation. IKItniXCS COMMIOI* Behind the acenea the Insurance company's Silo.1" industrial aafety (Dodeen/.hs: The value of self-inventory ta improve our tnadsquade* and laeptltade* (JUeen(eta/. so:l*-aa DtmTOBT--TXiypIC Tbe state* eritb the blaheat performance la the Annual Inventory, are preventing the meet traffic accident* (MW), iso., ormnoinos or locDsm Accident--cause, lave Uoa /Timer/. 1*4 Accident lav--Hpatten (Oreden). is :7-*. Accident tavootigarian (Meaty). *4;*-t*. Acridest taTestigatiea /Setoerd/. 14:3-9, Accident laTwtlnHm I* a pari of coed communkntioM ta *afety /Berts**/. is; 23. CMcloaioM of the reuadtable dlscnarioa of the Hotel Division en What can we do about public liability rialmer* /JfevdAsaes*/. 11:4*. Driver safety I* Improved by year tnvestt* Cation (De Pete/. 9444-17. Hew^de aa eoeldeat /Bfoofc- How we can profit from thorough aeddeat investigation (Steamm$kj. 10:10-13. **!&J. 573ST 404 WTltiB* Safety and tbe foreman (WUeen). *44*. no* and xm DfTZBTOCXS Interlock to /Beach/. *4:1 laker boll-over urnauunoKAX. association or A planned gas Job (dUt). 174-0. The proa and com of safety merit sward yngiew (dlacurioa/. n:*li Safety perfenaanee . . . the barometer of good sapervtmon (Mick). it/T-*. I regulation of the physical requirements .! drivers /Owe*/. *0:14: (posei forum} *0:3*. 39l EKTKmVXZWB 9 31Commendary intervtew* for achievements of transit operators having no accidents (Korneev), * : . Driver soft /Taylor/. Some psychological problems may be an- Cireached effectively through therapeutic nterriews ((Hewn). M-JI. BACHS aspeeU'Tjfarvv/. *71313." /Aim, Bugh M. Tsva!tinji^and roaflsr (round table dlsenn* Jsckeon. WiDtam D. Pmcefa^and safe uses of atomie esersy. /ft. harry /. Index K^s ZS&&8 BOB AKiLYU* sawmills Zarentocy < preparing----- --------------many pleats /Crousftsrv/. Job of by Jobe studied. recorded analysis ------------tob made by supervisor with eeihsr* at Bethlehem dual company (Heft). 1*43-10. Safety mast be written tats Job descrip tions. establishment of au speri/kaiJou*. d recswiUag and sslsctlau procedure* (Tkriml. *9:3 BOB DfBTBCCTIOV Training for aafety attitudes fOriJtn/. *n: See else Training. BOB FIACaaOXT Job *raining gad platesmat for public em ployees (a panel dlemming). 7'JMi Fre-placeaKBt exaMaatioas to metrh tbs man to tbe Job (ffetmn). 94:41. Hyway-railread croosiag aafety. *9:3*- KIAn, A. JX. Pacific area report for tbe Marine Section. 19:13-17. Sinter. M. M. SM^Ma high presmne chemical reactions, Kbit*, O. M. Two visual aids used In Barest* of Mines safety demonstration*. 14:34-38. 1443-41. Krsegvr. John IT.. /Mrs./ Driver Improvement school*, aa effective public relations and_aaf*ty pvomoOoa. lastrumeat oc oar traffic courts. *y:41-44. ffueha. Albert T. Building safety late the printing pros*. *S: 3KU. EshM. aearBe W. Job trelniBg and placement In tbs Illinois dmstoa of Highways. yffi*4S. L *r<Ar^irivwi"rlaiilng er uettonel antaty mOTemrnt? gy;48-4T. Judd. WOHsm B. school ngxnitbtUtis LUOI ARB LABOK UmOBS Accident tavestientioa /Oradro/. 1r?-*. Bye^srimpeogremo ta Industry /Mer* Good commtmlcnUoua bet* safety (Mtri*tn). 19:21-34. How um BMr BMdm eB the United lOae worksi ef Amsvtm has aided tbe acrident prvmticB program of coal arises fSchafer/. 944-33. EgiM, Jeesph it. activities amour boi datieas. 14:1M-1<M Karo. ff. ArseId KMUal charts for eafo navigation. 19: ffsosasnph. Jssise X. Hair wo can prodt from thorough accident tn i estlgallon. 10:14-11 XfMIik. imiM aSS^d^SS1il!S&u-- * * ~d" ffsens. Clttr *. Nuclear power pleasure vernel*. 14:34-B7. Kshos. JSebsrt A. t^yesUptla^ grty ln hsadng accident* XbOT-maa*gsmeat coafmencss In Tocoote Zmbor's stake ta safety--the tasdeqasdss of our present systems of seitmmi com- 13-31. North Dakota takes mfetr. to the small communities (Mumm). IStm ta. Oceupatkmal health osatrol through emgl- neertag (Ten Arts/, 1S;11-1X Tbe Orogoa aafety story (CeOakem). in: Organised tabor will help speatfeei of that program (MeiS*). *4;11-1A Don lullos of a dangerous kickback la < small mwaaill operation (MeSeJm). *9:11 BmogmiUon sad otlUaatioa of tmlpa, g^btp result ta amicable relatlojuhip jg^jrasHf/starifcaf*** lu(SJS^AffTSSSi>^a^ 1957 A'attend Safety Congress "ssr* Mdl mpenriliUltr fUmtt). is: Sufpfieirwvisji.ngit:4th4e. jrtglUiil worker (BooThe^eates's rote la al<tr (Brown), is: ubob coxmzxci, Bunas at Ldwr SUadirW fliM staff U1 tMjt a laptaBCBtiac tbs projects of the Coofermce (Betekar). 1:38. Minutes, i*:7-8. OScera and committees. is:!>. umb mi(om Tkt causes at labor tonorv, as Qmt cao affect aa employing oOeara dodstena os hlrfor or not urtic anr drtTin (loomipJW*J. *0:40. IumbUtm that eould atabUlaa tba tabor tanmr la tba loniac Industry (Deeboy). ss^T, UBDIM Hazard of abode froca charged electric t_ at high voltage*. eliminated by w w metal ladders and ceudoctlve soled aboss {Cortor). tdL Parks maintenance safety (Waueew). 7:Jg Portable metal ladders used aboard freight ers (Terr). 1:3i,3B. Dbat Antheu Standards la mfety train ing (Mobbo). *:. toko. F. 1 EducaUoa--the foundation of driver super vision. *0:44-45. tomb. Bonry O. Trade aaaodatioa standards. 14:14-15. CTalag A*o in*, eeii Isiiiw, Paul Epoxy rains sad catalysts Intents, td`10. Util ORBATOH Human relations and i ffooonotoin). 40:3-44. Our role in aafety teaderebip (Seyro). iJT. iUim PiiODDCTS BTPPBTJ5T Wlut'i my Uao ta aafety (aympostam). 11; J7-40. a) Remarks af a nurse ftfcDfrwett;, 11; 37*10. b) Remarks of a aafety director fffueeof. 11:40. UU1U10]I How tbo Conneadoaal Special Sabooouoit* tee on Traflfc Safety, can aerra a rdluabfe function in the Held of safety (Moberto). L*rialstlos aa It effects nubile employee safety programs (Ooodm). iiipn. Regulations set up for lift saving ment by tbo International Convent* the Safety of Uft at flea, forbids _ Inflatable equipment (Nook). 14:tL Some leylalatlon Is necessary, bat lawn make a ship safe (Bonekae). 14:32. ---------mailing program. as setaasfos e Liberty MoW's Mutk and safety pro gramTor industry (Mkmie). -- ______ __ tasuraaoa company by man who bad Qra accidents In one mlnuta. bus comic*serious impact (BoCkere), IldMl ^^tSeJTOtel -w--^jpubUe^lUbfllty -------------- --------- School bus accident be the Mid). M:105-U)g. Se(tBtloemmrmf. tll;o4f Lminer claims at i What am la do In aaa of a a______________ 33Si J3S3S& s szssz?,&&r. Callup poll ahouu subtle faroea stricter Uctaau sxamlaanans on twee, health, driving abnity (Brymo). CTdL United Staten and Grant Britain requiring stub ofPcoru to kaoir radar plotting (Thayer), 14:44-45. UIB Micro AXD UCCB Currant developments in inflatable ttfenfts (Kook), 14:35-41. Forty-two inch uerr weed ta r--cut St* mon from a cavi-la at aa islend ariaor (Deem). d:S. Sc* also Crash aafety researrb: Mauler organization: First aid; Respirators. urzBOin Current development* In Inflatable Uferafta (Nook). 1i:Bdl. Ladders help in problem of cpjrfag life* boat corera safely (Terr). 14:27. U7TDTO Chute on freighter for dry stores stopped lifting injuries to steward personnel Protecting oR tanker eras from accidents (Vondor ChUO). 14:38. Raising and towariag windows soaree of injury to transit operators (lAttlo). wmx UCBTIORO possible haaard of Ujbtniny ta 345 Kr, bot line maintenanca (eerier). 4:2L enouyh hast t* tin "bot electrical work-------------r" >4-L uqtznzo rmounx au Type* ot formal tralnlny firm In Uw me ** '"" --tatlny and roetag round LIQUID OXTOXX Turn LOX aboUahed in all Air Force tach- Index The baste accident hasards to which werle- tOCK OUT BT5TRMB '*Blocklsy*out*' tan and "Ov .-serviea** tags used ta addition t lock.- ' <r block ing out olectrtcal circuit* t`. obers Works (Ugpincotl). Bit. The hnsards of radio tranauiltten eorraetloa (Cerd). 4:18-12. their Inland Steel has tedr-out pnena that saved lire* (Kick). 17:5-3. EDOOIOTim Improvement ta emdergroued haulage sys tem at TCTs ore and coal mines (Bveno). 14:0-33. Safety feature* of the locomotive* used ta the Mathlee Ooal Ida* (KobblUk). : IB-17. Left. Berner* /. Effects of driver education on drirer knowl edge and attitudes Is aeoondary spools. *4:17-22. UWGOIO How ta train loggers (Dookey). MM. Promoting woods safety (poena). 84:55-50; MOB UP A3TD UIB CAKFAICK Look up and lira aleetrte utility compa nies ask construction industry be Join m reduetny oTerbead power Una accidents (WkUmJ, y:ty-aeL Lumpkin, J. WyUo XWtear aafety is tafhtanoed by your dtddoo --to hire or set to hire bint *0:37-40. LyoU, Jfcfiin GL teamans learned sad after tbe i Lyon, Bobrin a. What we aspect from operators of highway vehicles. BtCme. O. W. Safety feature* In the design end develop ment of Ireland HIM. --30-31. tfdhrtiy, jfk* Safety--a national neeemity. SS:U-U. lfcCaualmut. W. A. Heart dlstnse In Industry. 1S:2B-M. BcCbtro. Dome ECow l^tiuin my employees for Job eafety. BeCenneeakey. Jooepk. Jr. Practical safety devices included In HarrteSeybold products. sa:U-12. McDermott, Btmteo StPwelf. J. C.. Jr. TV" mcna i> caw Bum-Ujmfety^ fyurea surfsen mine plant Hea. marhiaea and methoda--some simple measures which enforced can eliminate tfhWeitoopee)r.ilsT:1oAf construction machinery Hovlay machinery accident la a super hy drate department fTisasouJ. 4:5. Notee control by acoustical treatment (Tergta). 14:0-0. BAaumm Bow women can help build publte under23L2 ,S2SSpgc Snail town truffle courts and their admintetiatlon (Botkina). *r;4-3t. ttAGmamif Phctora la spontaneous beating of powdered S|r *molten magnesium (Brown). 14:27*3B, XURTADRXO IXTXRK8T XADmXAXCS AXO KEPAZX Chomkal hazards >f alkallaa pulp Uouor making (Bunch). *4:13. Coal tar product for weather deck mh| eliminated allpp*-- --*------- --*-- -- of flab oil and (Terr). 1:2C Freighter fleet use* paint float instead of *tfrgtnjrZ| ti^aaintafn tbo hulla of ahlpa High voltage switch (Burt). **;. How^I^ y jmployees for Job safety The importance of eafety in maintenanca a^wyjjgPBcnt and stores (a eympoefum). a) Locomotive maintenance (Ormy). SS: 37-ae. b) PVelght and paaeengar car mnlataaanea (CrvnkhltO). XS:2-9a e) Stores operation (Forboo). UtSl-tt Tbs Importance of mfety In mecbenlzatlou --eafe trolley maintenance (Kirk), sgt 17-30. The Importance of aafety In machsnlmtion -Uwk maintenance (TUtotte). XS;U-12. InstallatSoa and mnlateaanc* costs reduced at TCi'e mines using welded min* track and steel tic* (Mtmmt). itdt Is '"hot" electrical work aeoeemryt (tAepiHootfJ. 4:5-5. Jet^jgouad e*dnwg hazards (Dyment). S: Job training and placement for tba minote Division of Highways employee* (Kuhno), yJBJtl. -------of respiratory protect!oa (Few cott). r--- The mac____ It safety ( Parks maiatenanc* mtotr--tree trimming-- b---r-a--s--h Handling anTd:|Mratkatad subjects In iW Xtitumoi Safety Congress Index Poor mslntftuwfs row-- of high percentage of seddeats with cylinder nM la oxy fgel^ pi vtldiaf and cutUBf (Baacka). Safe mm at diesel equips ot'lB^andci^rround mUI also* (Salt*). Safety la ship rspulV (tyOannatt). 12:2*44. Sand atoms (DunwiddU). T:M41 Selling safety to wingsaunt by reducing maintenance expenditures (Bimpeen). MM: 342^1Cr. hot Uao matotasaam (Carter). : Tbnt phases of aa adequate nafnto-------program for aa eshaast reatUaUea in* teao (Marae). 14:47-4*. Mete*. X. M, Proceed la ceacatatioa of coel-talae roof. 2:4-7. VslMha, Frederick M. Safety la ths small aawaiUt. M:S*1X Matt**, W. A. Better safety atetlan through tnlalsc courses for chainsen aad secretaries. as: 43-44. Valmqutef. Keynald C. laepectionj by Use department*. MM-lUXAflEaXT HANAOKMOT Accident--cause. Investigation a lion (Turner). 1*:304i^ Be positive la using safe driver awards (Hughea). aa:ll. Behind the scenes--the Insurant* company's role la Industrial safety (TSedeam). aa: 15-30. The element* of a good safety program iKeUlv). 24:10-12. Front office safety iOtierdl. 10:7-4. The how of erganlxlng a aefety procram la a mall department store (Celaem). it: S5-5S How te sell management oa safety fJCuaeeA 11:4a An indictment of the ethics sad morals of the business rwmistrslty as related ta the inadequacies of workmen's compensation, factory Inspection aad occupational dis ease IccistaUoa (Sayae). 12:14-12. Is "hot" electrical work necessary? tlAp* ptneotti. Bid. It Isn't the roach. It's the team flXftmsrJ. SB .5-7. A management look at petroleum indsetiy safety IGermmen). 22:7-ia The opportunities foe local safety wwvtts aad chapters of ABBS te promote safety sethrltlee lawif hnrinne and true asnorleflons (Kaplan). le-.KH-lOd. Present day conditions favorable for a sacreeatul alst safety pngna (Bradbury). 2:31-2*. Prevention of seddeats te crew aboard freighters (Terr). l:ZX-m Principles of Industrial housekeeping (Camtarda). S:22-3S. 9 ol the Iter to top _______loterersetstI ta aad support of safety programs fSlilnstppas m;. IIJM. Redudag motor rahlde accidents la pubUe uutyjjgi through driver centra! (Weaver). The role at the trade asseelatloa la seUtog safety to management through "cat sectdints cut twtf* emphasis (CletaadJ. 24: Safety aad semantic* (Statpeon). as:U*13. Safety discipline (Behaielm). 4:7-10. The safety program of Bethleh-- Steal eampaar (JiaOj. fiM-4L A euperriaory appraisal pweiia tar east- arenas safety late a Material handling system (Oravae). I4:sg3 Tea BMMfiaMfi responsibility for aafaty iimith). 17'JS-lt. Tha use of checklists la safety inspections la the petroleum Industry (Atbary). aa: 40-42. The union's rote la safety (Brawn). IS: ArtlBctal gas scaping ta the held, caused near fatality to tospecter (Fateamtt). 2:3*. Afmta. James IP. The Elementary School Section's viewpoint on mfety education. *a:B4K Manning. *. A. Radiation exposure te the rubber Industry end control measure*. i*:S-27. Practical safety education and training (Baeva). *:**. Prtedplts at industrial housekeeping, the seven steps policy ta effect at Reebllng (Ceatarda). 2:34-3*. harped. M. P. Overhead projection. 14M-M. XABXXB ZjrSTJITBT Current developments la iadaUbte Ufcrafts (MaabA VB.-3B-4L Ttehlag veasele te Great Britten required te carry Inflatable Ufetafu (Haab). m:4L "'raen.-iisss.",.vstr*'"01 Nautical charts far safe aarigatiea (Bara), rrs?7E3Sr**-1 .....sties of encidtets te crew aboard freighters (Tarr). Itdl-B. detecting oil Inker craws from acridcats (Tender data). 12:17-31. Itedas^totUag en mrrrhent ships (Thayer). Safety la ship repair fCPPsenettA 12:22- ^tbsy^mppen' fPsraso;. ib:1^.* scui mabot sBcnosr ---- Minutes. 12:4-4*. nn and committees. 12:61-54. Marker, gheietea 3*. I*xF-SsLJeB* -- responsibility -- training, gg- Metre, Hebert /. "SSJtT-riSr*1 PI"" `"""I -Irtr Aferah, Marten W. *& Siftgr^oonnmtoiOoo, n u,. 3Skits. f.o..r nmfard). i t. IMUI or... (a demonetratloa~) #SftunS;;2S1s4sa. <*. tefety meetings to the plant o*4r:1to4^. ssMMiaUon safety work (CleJand). Matter. M. Q. Cenutlraot!lnogf mheeatelthriahlanmSrldSsiKof dictrt^ei ta Marshes, Dm ' B^acraealag programs la Industry. 24:32- IBM national aafetr good turn. 1:1*22 MXRTA2, nxALTB Mmrttnaam. Pisrre 55^- * bat they don't ant to know (symposium), 12:7-10, kam nsu te cetamuaicate via acts ,`is.a * " "SS Z^nt.*** Intrinsically wssk media eerious Ideas tlnte peelers Tha hewefofgnnlslng a safety ptegram to ^ ^y*tl Bapartamnt stem (Colacm). n Sterm promete Katleeal Safbm Ceunca's falls campaign (Frinea). H;4i WTAt 10X0(0, sea Rte bshariev ainer). 1B:1*1. --er. D. o. nnri board dcmoantratlong. 14:K .ro1 gRTMuitea. n1dT:1B.iso7^f uittr mmaemrit aswwaaprd-r "ZZmii K` ** * *wry r 7gsffMotor^^vhjrie tefety measures aad devkss WAT PBCITIT r4."r "*** 4rtw* for dWety (Emend). WTA1. PRODUCT* WDIW1T Alpcoroab'slemap7prwoaBchitetendtAhei2e:Ml5-*LhhetJ-l*s*h mtat^w *e"tT0* T^vtog (Huntington). *tau" "* *"d .?*--troas. If heated la dtgraasing operations, give eg tootle decompac tion products (Fawcett). ?lS. teatol-witer explosions (Brawn). PrioSIUi?*S. prebrtu,u" <P"1 dlcus- Pruessd Metal Institute gfvas Ike. Ida ftnjuiSltJm&bFmErSmiSoBzcTcATMsMsUkfcOtAxoRwM Mlnatcs. 1tdI-L OBteeru and oommitteM. I12R. Medfliaa, F. A. %rgn~ * >- VtSSS?-" " " --- MIS.Tl.ee* \Kffiyrwair " pu"* Sea also Foundries; Iron and Pisl ntAi-vARi uicnora Oo"m"btoa-Uo"nSs sofsmse:tarls.asad swarterwthalJt lfr* reactions 14J The aseete of curmeive electrolysis on me tallic roof holts (Muekmak). 2:2-12. of wai of.the new pyrophoric metals I'Browaf. m^d-tL mrau ssenojr __ hriTTsss tS&'Ssrzszi ^ Btass plant CMea/slWA 12: Minutes iTtf-tt. Officers aad "^inittsss 17:42-47. wtsil caxiODizm Leak to nistbyl chlsride oompreeeer -vvied talury to twe m*a (Fetseeh). m:M. MtskalaM, Charfae and other* DdK!fi3!3iiSL.,ssisa. rr Oi*waca.V Wuavda o^ ^IcaaVtmi^. AH* m-Al 93 1957 National Safety Congress migbajct wouaau Population aotiUltr--agricultural nlcrut worker (Miatt). *a:9-B. XZUTUT SZA TBAJOTOBTATZOM Tb* fuidcd miaelle 1ranui AOOIKyIRI DtPOflTBT, mo 'ftSSSasaws.'*** ovr*. oarvM Myhtoe^ tools sad principles of ruardlnx. A cooperative program la accident prwtntln (puil olMiHtoa). a) present day conditions favorable for Hcecnfol program (MradburyJ. aal* Mine Safety (PurceO). e> Safety lMvislom United Um Workers of America (SSiutar). 9:34-3*. d) Federal Bureau of Maes (Waat/tsld). ^S-37. Sow to utw bIm eafety (nnlUliM de. reloped by toa Division of Mom taOtJo) (om**), ;is-aa Mtaati to ui ) U TCTs oro 13:8-34. tnoantive awards for rood safety roeords la the "i"i"r industry (SwtUAJ. It-JMS. Safe use of ammonium nitrate commercial fertilizer as blasting scant (Qrm/tan). is; > visual aids used by Boreas of Wan tor demonstrating flammable Ualta of gawline and IffMtTon sources fEtmta). 14: lrawe nmcirmr-coAi A cooperative premia la saddest pcartatloa (Bradbury). Sdl-B. Dor collection at tbe coal fees with continuous mining operations (Waaht). 0:31-8 The effects of corrosive electrolysis on metaiiie roof holts (Muahnok). 3:9-11. How to auser mine safety (Duaa). ;IML Maine with tbt coal planar laciodlaff safety aspects (Mam). Process in macatatioa of ooal-mlae roof (Malta), 9:4-7. RAvumA of fu Ignition* and fixes la coal mines dace enactment of the Federal Coal Mae Safety Act: teeec--------------------to prerent recurrences (War* . 3:14-19. Safety features In the deafen end detradiel ^* meat of Ireland Mna (MaCam). 3:8- UMXO CfDU*T*T--MJtTAI. Built-ia safety features--surface ailae plant (Braund). 19:34-77. Safety program for the Butte District op-* orations of the Aaacooda Company (Warn* Oat). i3:41-4& Mxmaro section Mantes. 13:5-42 Officers sad committees. 13:44-47. Jfofrb*. a. X. Does mfety trainlag pay? sb:14-17. 94 19 5 6Safety- award systems mining Industry (Heeler). i - . S^j-t moral xaepeurtbSUty (MaB). IS: The tsaSle problem (MW), v:47-*S. Mona. X. M. Factors la orfteurt ventilation system de sign for the safety engineer. I4:i3-tt MOTIVATIOH x>rtvers deliberately violate highway re*ulatlons and safe driving practice*: factors contributing to this attitude (Johnson). 37:49-17. Slow la laterast people In whet they don't want to know (flympoelam). lS:l<Ii 1) Remarks of Fairfax M, Cons. IS :5-C. Ti Remarks of Blerrs Martineea. 1 S:7-10. 3} Ramarka of Victor X. Rstnor. 13:10-13. Reducing motor rehide aeddeats in public utilities thronsh drirar control (Weaver), a; 19. Sentiments and emotions are the moot Importont^moUntors of os all (ffoeeastetw). nfet* ArhL >K* ift__ _ 1-JUt MOTOR TBARSVOXTATXOir DDCRIT Aooentsste the pooltire frwwij. *0:9-4. AeeHSanta cam he stopped at the hiring Use <a VpiiaUos'ferB'________ .. ^ 1%r/raedML Tow laterwiar c) Safety Is tmproTad by roor Inreetica tion (Da Mam). 99-M-S7. 41 Safety lp tuOaonrjrtby jmr 4kUm (Lamphla). 30:97-44. Be j^ortttvn la driver toetiag (Maude), as: Be ponitire fa nates Meantime (Waayt). 30:9-10. Be positive In using safe driver awards (Muahaa). ao-.lD-lZ Effective saperTtstes is positive (a wympoturn). SO:41-d a) Orientation -- the higllining (Cartar). 30:41-44. . b) EdixaUos-ilw foundation (LaUa). BO: c) SUmtiUtion--eha framework (Matson). 0:47-49. 4) Human relations --- the hay (Baaton). 30:6047. Panel fornm on podttra driver taotinc (tflchola, moderator). so:M-4L Tbe peeltire approach to driver ptotocal requirements (a sympoahan). 30:19-31. a) Physical factors (Oman). 30:19-1*. b> vinal factors (Mama), 30:17-90. c) Emotional factors (Tamil). 30:39-8. 4) Panel forum (HtaHaU, < * - - -- MOTOR VEHICLE HDCKtT Accident lavestlcatloa (Orudan). V:7->. Let's ^stng these Ora deaths! fBwpbeo). Investigative procedure and report writing (Carrioam). 17:94-8. Occupational Health control through engi neering fVen Attn), 13:11-13. Restrictive regulations at service stations (WoodmariSJ. 99:096. KATXORAZ. SABITT OOOfCZZe PaadbUitlea vs. prolMhllUloa (panel discus sion). 10:5-14. Sate operation of Industrial furnaces and hast equipment (Jaffa). 13:39-8. MOTOR mteus Annual council meeting: 1:11-8. Mnutea. 1:19-U: (avocation, i :U: Prestdent'a re port. 1:8-8; Xayaota address, 1:98-8 OTffle5e-rUa.. trustees end board of directors. Automobile crash safety research (Dya). *7:90-41. A guide to accident prevealability for the opumtorn of highway vehiclee in too Vir ginia Department of mghvayu (Dyeti). r:44-47. KAVTGAYXOJf Anodes that have Imparteat past in furtberteff the aafecy of marina safety (Mata). 19:SA Nudim^trti ter safe navigation (Kan). Have yon met Otto? (Matara). 0:19-19. Rmter^lotiing on merchant ships (Thayer). Motor ntide safety measures and devices-- wfeat con too safety engineer support and recommend? (Mathamaon and Jsoery^. 14:14-31. The national school bw pioaten;--what it means to a stats motor vehldo depart ment (Syda). s:llh-m KAHOXAL SAPrrr OOBKCSL Opportusltlco for oooperation between In- daotnol esam lellone and industrial mo tions of too Rational Solety Council (Workman). 14:18-104. 4 Total causes of soddents on fraeways fa Cm Aagatoa. Ban Fraactee and flan Dtago for to* yaar 19GB fVatoaisson and feoeryA 14:8, See also Rewards--National Safety Couacu. ttaO, Charlaa X. The safety program of Bethlehem Steel company. ibdML What la the industrial safety ngtanr'i rvoponsfbliity for motor vehicle safety equipment? (Stamm). ?4:19-13. MaUan. NaU Training to oontrul uamfo seta. 34:49-41. What to do la com .of actideat--guide for the operators of highway vehldea ln toe Virginia department of highways (tyatt). St^ulation--toa^rameworfc at drlvar auperyetMlf, Btfword M., Jr. Sea alio School Buses. Why Industrial plant* burn. 1V.1I-N. Maehnok.JaSm M. The effects of cocroetvo electrolysis on metallic roof bolts. ;9-U. -- KMinurm rwua-------- 33:4-12. the eyes of s camera. 33: Ktahoia. A. *. (wmdaratar) PaaM^terum on porttivo driver taetlag. 30: Mutuaaus. Wtniami A. HlghU^its of ssraral esmdona for safety pcraonnol in tbe brewing industry. 11 (t-A Mary**, Oaarya C. Snow and tea control. y;Sfc ifware. Aram* A. School bus soddents: bcrw such do am know about them? How can wo dad out more about them? 34:18-104. Math. Joaaph W., Jr. Cu1r4re:8n-t4d1e. velopments In Ingatable Uferatts- Nitrates need la salt baths, should bo me. cwm with o rad dye for IdcnSflcation tu Srevent ocptoeUma from erroneous add!ona to mixture (Jaffa). 13:94. xitMCAiMinmn Blasting agent tu um In aelamle proapactlng (Oaahean). 33:19. RlTBOGXjr ifatdt. John ff-Uxo-Job accident control la a single lo cation company. N MTIOHAt AXBXJCAjr IgD CM099 emergency drat aid programs in Industry (Jhaon). 31 (79. mCmiomKeVAKItwjoeme or im Employee died from nitrogen tehaUUon to air-luio respirator (Fsmcoff)., g:34. Raducteg tbe haaarda of aring nitrogen solutions and adds in n fertiliser plant (Martina). 10:11-21. Toxic ontdea of altwwtea Is dleoa! exhaust gases are makamod Sr dflotion system* (Holts) 13:9-10, 19-14. xoiu Control of ootee at the aeurca (Taunt). 14:8-41. Crotjumg^ flre^mntlos planning Jrt^ouad hamilog hazards (Dymant). KAAASTOtOCRXAAZXX. OTiXr KS VBOTXOTIOM flammable materials In the thenilcel lel^ 3o4ra-4t1o.riee ijilen for rnzteg (Wood). : let ocise oa the airport--what to do about It (Marty and AaeaJtJ. 9JS9L Nww^trende to ooogntioaal health pregvaau Mb^^oactrot^ b^ ^ncoaalieal txazesMnt 95 1957 National Safety Congress KOX-IUIOOI KXTAX* DfDUSTHT Engineering safety Into system (OrueesT- u;M B. kindling Kordhaueen. Robert O. Conclusion* of the rsuadtabta discussion of the Hotel Division on "What cu * da bout public liability claims?" 11:4*. ^fScS" retailers oofttr diseumloiL 11:41-41. V sSthag ^th* driver on Uio need for driver tnlnlae. T:ttdl VwfttQi, 1. B. A, summary of Mr, NuckelTa coagrem paper of^ljgfroa spoatanoous ignition (Brown). NucuiB rowsm The pew^nucloyyquljyed raided missile Nuciear ^ower pressure ' (Koeno). of atomic niy gsas'S^sssrSfSsa^ASffi K^s`nsssm^sjtr astst* e) An off-tha-Job safety si p*ns a la industry today? ifjJn. Invmtfory ot oeeuaatisnsl mddmt a ^MdittsHCnSirtA is:MT * mmoro nenox, mo Ouapalliaal Health Kmtif r ' Duties of tbs store auras as outUasd la warehouse safety report (Prime*). 11:44. Emergency first aid pcegreme la industry fareon}. 81:7-S. Hew trends in occupational health pro grams iOwdSurl. si :14-1T. Responsibilities and HinlMlaai of the In dustrial sores in the vision program (Borgroooeo). 14:74-77. What's my Use in safety, a sura* speaks (McDermott). 11 tBT-m. .Van. Jfnrv How f train my employees far |ob safety. OBITCAXIU A tribute to B. Louise Cottrell, pioneer In ------------1 ---tstnry semo) safety OCCOTATIOXAL HEALTH JTOlSXXa sectiox Introdnetory remerfea fPsehaae). SI it. Minutes si :7-ll. Officers and committees. Si till O'OmmB. Jomm R. Safety In ship repair. te^Mt owl joh umr Are tnffle seddeats crippling rear Indus trial safety program? 14:4-21. Coe^o^ofl-the^J6b aceidsatn to industry Emergency first aid programs in Industry must be extended In to tbs boms end community (Broon). SI How to control off-the-Job scefdeate la tbs glass and ceramics tndustriss (symposlum). 18:12-17. 96 OMAX1UIIOX Are tnfle trial mfe rois is Industrial safety fDsdsoaf, 15-2& Oonunuskalloas Is safety (roundtabla dlscuaelnn). 1SJS. Tbs elements of a good safety peogram (RoUt)/). 84:16*12. Engineering aafeer Into a Mttftsl dliag lists (OrwooM). 14:32-32. Veaturss of a motor vehicle aeddsnt praveation program (BehoXoo), t:. findings of gradual* theses ta sthsot safety la various anas (Toot). *n:14-U. A first Uae supervisor's safety I tbe Leo Aageiee. water utility ties (Menrrf. I Flexibility and fi------------ ---------. -- a multi-location operetta*: (Boot**). IS: 42-47. Highlights of several Maskns for safety personnel in tbe btewing industry (Jful* oennm). 11:7-2. How sad where to get started la n water sewer utilities safety program (dp- pieynrd;. :. Tbs bow of orgaalziaff a safety program. 11:42-82. e) Food retail storas (Porter). 11:42 23. b) Hotels (Petrie). 11 S3-88. c) Hercsatlle end warehousing establishmeats (Coloon). n:B-0. How to set up and maintain ajm utility safety program (FloB). tdMl Inspections -- respousfblUty -- training. .-- fundamental, prtotiptes. af. aw prevention phllonmr (Berber). Mdl-X. Inventory of eenipattaual saddest brevesUon actlvltlen (Cronehore). 114-11. "Knowing's not enough- safety jisgmm of V. g. Steal (turhemom). 1S;*-f7 Han. merhlitts and methods tbe ladaetrtal engineer in tbe i------*--"" *" ---- (WUcox). 7:14-1* Index 1SSw Parallel functions and activities f&ssrss-tfReprograms cf tbs trade.i ___ Pnmtad*>it4*irMUtl<a (peael die Pemard. John M. Tbs asfsty eng! aceoapUsfameau -- _ ....________ ^wsf/spMriS hr jwjmiantat em- rins CVTTZXO uuiaiaf Prartkat safety dovMss ladudsd In HarrisSorbed products (MtCommngboo). as: Trip jooutrsls for galllsda* cutters (Burt). PAPER IXDCITir Aoeldent lsvestlgaUou (Betag). S4:2-12. "SSi riS?.*, *** cysns3s: - Qmtro^ of nsins at tbs sours (Teona). ter tbs Butte District _ tbs ITMeonda ftmyny igitl-in. oBSTVI^ ^-^-ifety program for industry (Bhotof. Docs safety tniatag puy? Abltibl campaigs proved what swststmil efforts can d#7Mehhe). sm:14-1T. How to set up an tadustrr safety training conference (Creet). Mmdl; M:B-24T^ Blow to train loggars (Deohep). BBU-9. InsgBctiens ~ rejii^nslbtllty -- training *is&sfszis*M*lrSniWu Safety to safl tbe bow of ergunixlnr a 55s.r?ra? *""*<" Training, teamwork, tenacity, tbe throe T'a o(wf mtaen). aefdfo.ctlre farm safety program in^S my Use in safety (symposium), n: a) Remarks of a nurse (MeDermott). 11; J7-3B. Tnaarietln^ and ne2ag (round table discos- Medical control of bmrtig losoes (Ford). 14:24-10. Promottn^ woods mfety (Foorm). S4:8-20; Rebabl|igtlou bIn Ontario. < Tbe role of tbe trade amooleMona la Indus trial safety (deleted). X4;1P-1C. Safety training for fire protaetleu foresters (iUmMmtrk+XO+Bi M4Mt TralnlM to esutrst unanfs acts (Keleen). S4!Mt, ISr tttrn and fabric of our Indusvogram lasts on workmen's --, -------- and occupational disease laws (ffayssL 1S:17-2L Orth. Lowed 2. TW develcgimmtal method of training for efejgteeltoiyn^ "you learn befora you Owen, gaess P. the posture approach to driver phyalcul raeulirnmHte iiliyali-ui factors. seTlS-lg; (panel fbruaa) 00:24. Using American Standards Is safety train ing (Mohbm), SS:2L Wbat good vision can mean to Industry (Shnpeonf. 84^23-32. PAHKt Hgrimnes as Rational Farit gmvtoa actlittlee tor Um health and safety of nation, and employean (MkeokMmJ. M:M4I: mmibb-tL OXTGKX DKFICXKRCY Amhda In industry---exposure to oxygen deficient atmosphere (D*time), si :12-14. Chlorine tank ear waiter pamed out dan tn InmAdaut oxygen (Wmwoott). s:Jg. Man who fall lata tank, and would bo reseurer both suffocated fa oxygen deflcleat atmosphere (Foweett). gfat *^nfc atmosphere must bt chocked and ra" for granted ou asperl 74HL FsrssS. a. a. Safety, precautions takes ou inland water vessels to avoid accidents . . . and etui they happen! 1S:7-*, 97 1957 National Safety Congress Introductory naukt before tta OceanUonal Health Kanins section maxitty, *1:7. Protection school bo* itwgitn thnuih iMtnidioa itfntkl. filwlOl. School boo Mddat fm tbo caatti Utom* field). g:t-o-tag. Selling pnsociv^tr^safvty to tbo operator S*IHn safety to |n--oyara (Baker). as: PtttloiuU, Joseph O, Developing a rammer iifrtr t^actUn peagram' 3:M-f7. PcitM. Jter Stltty U auto t a*4 S4M PtyM, Britt** F. The pooltin approach to driver pkrrical requirement* -- visual factor*. M:i7-*h (panel discussfon) *9:M. Pnrw, J. KennttX Promoting mods nitty. m: Pennington, Jfoffload *. Ship mfriy ubliroant award committee report for tbo MsiiUse* Section, icu Perrin*. Kimor C. Reducing the haaardo of using nitrogen solutions u4 Midi cirtl--a can be costir- iO:lf*2L psssokax. ncrou Do * dim as era lira? (BradJet). Sl-M: The htunia Castors (a safety (Ci mmm). ao: it: Human relattoaa and man-management lltMOuMal. SO:Mt The peraoaael factor baaarda that cans* SO per cent of ali ladtutrlil arddcuta fprisfr mot*). lO.-S-ia Reducing motor rahid* aeddeats la public utilities through drlrar eoatrol (Wemeeri. n.17-30. Safety la ahip mpair--watching for tbo human ilcawiU. the latiarlblti of nf<tr lO'OonntllJ, i4t See also Psychology. rnsoxti PKOTxenox A shoe company's persooal protection pro cram (MtDtrmatt). tiJt. Sot ,, also Clothing: Respirators; Batter equipment- rctsoxiun Do we drtra as wo lira? (BradSet). so: $4-54; 9*:9*-98. --w Personality types that can cause difficulties (Crane). 19:99. PKSTICZDES Parke maintenance safety--Arat aid roceaoBMdsUMU for chemical poisoning (WUHeme). T:4*-49. Peters. Xloia# Hare yon met Otto? *:1S-19. Kooert C. The hov of oi hottL 11 m nitty pcecn* 1 rmoinni dtoustb-t Better nitty meetings through training ^**s frlL **** aecretarlM v*:**#?. reo (Coekra*). The yunlnim bjiatiy1! stafca I* the pobUe rapport effort (JtimmtS). SS^T-Ml reguelattiloei at auikn stations *7. ns StMe^nrtw lalniy Index (BaUrK 9*: Stagetto used la -The reocnihsn Story" (Bamblea). 14-JJ-BL. TralBe paUeraa aad safety problems at service stations ifpMsl. ttdbn. The use of chrahHel* In safety inspections lAtOnry/. 9M;40-13. pmoLnn SBcnox Matte*. *2:7-0. Officer* and oaitta 93:49-98. muuuczmciL imdlbtxt Laboratory barricading of high prename and extra huudeui reactions (itottj. SiX>-XT. raoTOcunri Safet^througb the eyoo of a ramare fUwte). rxTstcAx. Dnanox Bindingsof gradnato tbenaa ta aabaet safety in various areas (Tact). M:thU. Safety ^throogh physical edinnilmi (Attn), 1:11-12 nmiciL zxmxATion Job^ rafety^snUysfa^ Medical content of h raring 1 14:94-70. Need for proper physical < persona i--11 equipmeat Physical --t-- for pnbUo --ployemphasis of setmfcjpal safety program fatrrimato*). t:>41. Tbo pooltire approach to driver physfcal reqmraaeats (a symposium), wils-n. a) Physical factors (Omen). 9*tU-lC. b) Ttfloai factor* (Faroe). Wd7-Ml e) EaMUoaal factors (Terras;. st:< d) Panel forum (Nickel*. moderator). M: M-SL InJex TCTb"e of visual *tests ' (a driver training ttmiUeriTr-M^r: nmiauii CCoommppaannyy doctors support industry la cover ing up occupational disease*. rather than Isolate, preraat and ear* for th-- (Fayas). i*:9& Bye screening programs la industry (Jdarhmxif. 3439-93. Heart disease tn tndaatry (MtCaaalend). The positive approach to driver physical raeoqiuigir-en*.eats (a symposium mid forum), Tb* pTcf--caal viewpoint on a city pro gress of health and safety for govern mental employees (KerrimHo*). y:90-n. The rale of national surxleal organUatloos (a public safety (Stodc/1 Saifpety--a ratrmt or a chehenge fFtulter). Some currant aspects of nodical quackery (Field). *i :17-lf. Urban asforeemeat oveblamn an they are ralatedto speed violations and thafr epprehension (Warner). ranunog What are the facts of popalatiaa stability today? (A symposium). a) Change of retldenee (Oner). St:0-& b) A|ricu^uul migrant worktr fFieriJ. ) The salutary family (M*n). Porter. Xnmtt r. Safety to sell--the hove of orgasMag a safety program. ll:0-iL fovnnovni Parks suIstMUM safety fWIRIaetel. TtiL rovn ruts un pobodto rctiof SOnotas. m^-JO (Joint sasslos with Auto motive end Machine Shop Section in: *>. OtSeors and eemmlttoes. lidWt O^^naubd general chairman. C 1L pep* um Reduciag the haisrda of using attrogan s(PoelurrtitonnMs). aaiod:iad-adsa la a fltrtiilstr plant PLAXT LAYOUT, mo Buildings POWKS PBZSSBS Ctato^brtks oostrel valving (Mumttneten). Th* Aral speech on power press safety was made^by August Iriisins Is lra (Dupeer). nXDfilS Oragoa Industrial Accident Commission pledge rard program awards turns she achieve 100 per cent "tlcorup" of am plerera (Celtebem). i*:tt Signed aefety pledges required of men is hanasaardopoqnas occrauppaantionass at thhe* BBuutttto*^Dilstrict of the Asneonda Compear (Wendell* is:d- mms ^wsriasr far*-1 "*" pxbssvbb amd rusmz fxmu Laboratory barricading of high pressure aXSn-dJ7e. xtra basardoas reactions (MoBA *: POUOX COJfTBOL CBrmi Mudrar ^ower pressura rassels (Keene). Tbo aocldaat prarantlOK program of th* *PuPbl.ic Health Sarrico (Ooddmrd). IP: Potential hazards of fuselage aad com ponent presourizatioa tasting fStarr), t: Cbtcaj* Poison Control Cantar fgfecfcA Sa(fSeitnyteinr).hig1Th.S-p9.rimer* chemical reaction* Katlooat CSoariagbouaa of Poison Cratarot Cantar* (Goddard). va:SP-SL POWOX ITT UK~ r). T. To "--*"<- operadon of a diesel eagin* fa desirable range of fucltaiy ratio, th* --fuel rate must M reduced In dJryt proportion th* baiametxie prew Prinee, J. Benetd POISOXS AXB POOOXXXO A bfbUography of tode chemical* (Toxic XC3hCeTm-icanl:s44O-ol.nsIttM, Chemical SaeOou. Occupations! boslth control through englueering (ton AftsJ. i*:n-7X Parks -- latsesatu safety--dret aid rooommeadaijqus^for ch--(sal poisoning (WO- MercasUt* and warehousing safety discusmon. ii :43-ig, Prince, Aiy Thise. nxat:ioUnSa-lUsXc.hool bus program--what || pmDmxo amd nnusinro sbction Minute*. a:5-2L Offieen. aa:2X. POLXC* Opening remarks by retiring general chaipwJUtfMrneet). 9*^-C Are sdeatlSe dtvtess improving tnfie eafoceement? fgcfcmotpj. srJhfi. A jpraetienl sssi osnii to polio* training fWarraa). XT:15-XL Smith-c--mines plan used in London Met ropolitan PeOoa Driver School, aectdsots dropped (Fugaatm). Cnl^gL nomxo nfDusnr Bunding safety Into the printing pram (gMM). ttiXdL Bro^resalnj^progiama la industry (leaf New. id*** in safety switch#* (Mvrt). **: 99 1957 Motional Safety Caayreti I aafacy Mw ItliiiJ In e*rU> _____4IniMi iMeCmmmmghiMj. Mi U-U. PrUk. Orlw W. Road design *nd It* nlatli* te traffic ecddauTnMt raoDtrcnox '5I.15T*3if5oS^" " 'mt`*rT ,Um- Sam haunlow rnsiUllrsis Hat cum pf ductloe atowdow* in MtQ sawmill opentloa* (Malcolm). MUL Snmr nmU dwt nWiwk* bite sen quality of pcogauma atW of Timi efficiency (timw--mh M*N. nOOlilO, wOrwihaMa; Run Ftaati fstchological 1 Siebrecht Attitade l.__ . _ _____________ and Driving Knowledge -- driver testing (Loft). 99:17-32. Tburvton* Temperament Schedule -- driver tatting (BiitkX 29:32-3*. P9YCHOLOOT . Do v drive aa wa lire? (Bradley). so: s*-s *m:&3k Guideposts to the understanding of people, their attributes and limitations (Rosesstein). ao:n*s. 57-WX Human relations and man-management (Rescnsteia). 90:2-4*. Tbe pMltlr* approach to driver phjvtaU requirement*--emotional factors tTumaj. ZO;K-S: (panel forum) *0:27. 22. SO. The traffic problem (Bill). 1:42-42. The true psychological measure of every person is what he thinks of himself-- these pictures of himself he holds up as hie standards of valuta fffossnsteis). no: 2-12. PUBLIC EDUCATIOK Inventory--a toot for improving traffic pro* tnai (ButUr). XTiX-M. The question of speed (Skutar). 97:31-4* Urban enforcement problem as they are related to speed notations andI thei-r---a--p- prehension (Wamar). XT:J?-3*. rcBLic wnoni stenotf EaflnterlDf committee report (CreffordJ. T.73-73. Xinutva. 7t2-a Officer* mad committees. T:T%, St|ftUeal committee report (Wilt). 7: pcbLie otnorm Digging out after mother nature goes or a rampage (a symposium). 7:80-A. , Driver (raialn^ and/or r^Mher courses (a panel dlscuasios), 7:2S-3S. Health and safety for governments! em ployees (a symposium). 7:figffi. a) The professional viewpoint on a dtp program fBcmngtan). r:iML 7 4b) The safety engineer's dewpoint on acnnaplUkiaiati fftpuidy, :l] t 100 Job training and placement (a panel <UaMmffoui.TSffigl. uSrS,,,is^i is&riiv Parka maintenance safety--tree trimming-- brush handling and related achjects <a paaai dtaemmSm). 7JM "5?, Tisrws;. tsst 04 "* What Had Cross And aid Malar has dose for our aoddost control program (janwnj. TtOdi. PUBLIC RXLAT70ITS liw< mafhfaes and;----------------------------- w dustriai engineer ran be effective is tbs ceastroctisn ladwtiy fWQaowf. 7:17*11. uKM>truiitH mfsty activities in which a transit Pompsay can be of eerrke to a community fffemsf). -- " (panel (Todd). b) Sadi town traffic courts (Bushina). e> How veeMO ess Mr build public usdendsading and support (fiestas). XT: d) The driver imps**-->snt. schools of oui traffic eoortafAreaper). 97:11-44. Safety ta a data of mind rPaxton). 94:M. Safety through the eyas of a camera (Muir). "1 1 Industry's stake Is the pubiSOrt (Kowuntl). 99:37-IS. Selling safety to the psasengrrst trnnaft progTem coordination with ado and citi zens groups (fisher).------ PUBLIC OTtUTIU The developmental method C training tee safe pole climbing, "you teen before yoe go aloft" (OrtiO. s.a-as. Hew to act up end maintain a gaa utility safety proems triad), l:104 Reducing motor vehicle accidents In public utilities through driver control (Wr------- :17-30. hi Sr. hot Una (Carter). Water utility safety <symposium). 9:23-4* a) What's new fas water safety -- 1S07? (Fmust). 9:3341. b) Wow sad afcwi la get started fdppteyord). *"* > A first 1 (Boner). d) Safety pays off (Wtbb). s:B-ff. Sos also Gaa industry; Telephone industry. PUBLIC UTXL1TXRB SBCTXOX Xlnutas. 9:17-4* Officers and eesoasUteea. 9:44-4* PCBL1CTTT Be positive in using safe driver awards /Bugkea). 20:11. Can safety be a itJtefety activities which aafety events for ~X). 9a:10-lL Hut petatsas and mean 1Csgrmes). ndoes:CseMrttt.i.n your safety Promntinsiel Idea esehaags in traffic safety (jud dlacusolus) (Veswtt). tTifrit Seain^ safety to the 1--ir~T**~ (Baker). JtAOlATTOX Comment that amployies race)ring dental X-rays four times n year, were getting more than recommended amount of raqia* tios (dfseoaffon report) (dfliMseu). *:ffi. Tbe emergency treatment of chemical in juries to the eye f*vsn). ie;7. . Wnriaar ^ower prsssuys rmseto (XaattaJ. raiLUnpo PPPim. ass Priatiag iiiuor jsai^ig w. Optreter selection sad training In develop- log matartaibanitllag safety. icB-M. pulp axd rim ncnoN Joint sesslan with the Wood Products See* Uos. 24:M-da Xlnutes. S4:S-a Ctteers and committees PCTCP BOOMS Protecting oil tanker crews from accidents (Taadar data). 1:aa PmtmRi C1i Ise A. The /adlssn Jotot Committee for Coal Xlae Safety. Purest. Lotus F. Aceeatuate the poeitfva. MM. 1,800 Industrial plants using atomic aatertai*--is stats inspection and compensa tion ready to cars for worker* exposed te radiation haxarda (Bayes). is:19. Radiation expoaura us the rubber Industry affin-3d7. control ransom fUmudar). if: UDUnOX HAZARDS The hasards of radio transmitter* end thair eorracUoa (Ceird). BrS-lX nimoisoMm' Peaceful and safe uses of atomic energy (Jaakaaa). Bias. nn.wiP oraufimr Are off-the-)ob mfeW programs needed In industry today? (Hamilton). 19:lgl7. Pinal sawnos address fTwcbJ. 9fi:M-SS QUACKXBT Seme current aspects of medical quackary (FUtd). si :17-lS- b) Remarks at X. SOesele. 9s^3*a. Tbe importance of safety tn maintenance of ^uf^ment and stores (a symposium). *: Htixn snnirtr, earnest qonnoinrian A3PWO agfey^whange quasUoanairo re Driver aafety ta improved by your taveatigation ffhfm), MilPfl. Hatlonal Pit* Protaction Association ques tionnaire with notes and comments on proposed dtasUcaiion system of flsmmable matartsls (tread). s:XS-il. Transit qtustiovmains aid laduetrr hi eaUIng aafety to the passenger rfisher), as: Iblt a) Track maintenance fPUIells). b) Bridges and structures fBaekart). 2g: 11-14. e) glp>Usiaad communications fffaemsw), d) gafia^ trolley maintenance (Kirk). M! Peraousl cootact with road and yard train service employees is essential to safety (a sympostuse). 9S:7-U. Togetherness In fcmnapertetlM (Urban). MM Waste disposal (Laboratory Subsection of Ccibl)e.mitc:ahf SHactiaa of Mitlooil Safety Coun (Main, Francis /. Raoemmcnded off-campus fire protection procedure*. anrSO-gL. TtSf? J^nhjg. precnutlona requited to arald fire and other baxards vdth antenna , RmtorjrioUing on merchant Alps fThayer). Xadar. Robert F. Guff area report for the Marine Section. Women's safety councils--the best way to the men fWfmams). is:Sl-X See alas Haulage. RAILROAD SRCTXOH Minute*- 3B;4-33. Officer* and committees. 2S:tS-M, Bmataay. Cart F. . a. dfimi approach te retraining. M:I4-R. Jtetsar, Tutor if. How to. interest mt to 1 m>p!omInamw)het they don't -1*. RRCTOTRR statiox ' ImiulattM methods used in an aluminum reduction plant (MichctU). "* Reeve, Robert O, Pnmgsl mfety sducnUoa and training a> RADIO TRAHaXTZTRRg The haxarda aC radio tmumlsetoe and their correction (Card), 9:9-12. a^swlon. injury index (Boiar). tz 101 1957 National Safety Congress unioitinox nnwa died from ammonia inhaleHno at cold itonf* pUat dlaasfr (Toweott). ;aa. Ylfgtlliiu Munotit huudj fAnderttn), lOil*. BEXABZLJTATZOir Rehabilitation 1b Ontario. Canada (Toma), 74:43-30: udMl. Homy, Patriot J. ' _ Accident InreatigMJpo. *4*11 MoMorO. a. r. Zsdoftzill |UM dlSCUWiC* ffip- !*. UL16IOt UlDUa Do ir* dries m we UtoT (Brodtoy). BO: SM*: MH ni ethics of safe construct!os (Bavinatt). 7:7-5. Bugug i^UHial |h| ktT U 4ltf*f KP4P- Un (Booton). MiiHl 3*X*tT--a natal reepoaaibmty (Bott). IBs Sm*i L. A. Accident pruraatfon is paa*efr isd04L Manor. Alexander C. A flret " K)MRlior,i Bitty proems. S;3*-3*. amis jjto xienn non Bailt-4a Bitty features. surtaco mine plant (Bnmodf. 3) lawdi of Albert P. ImkrasL. is: 13-IX. t) Raaaarks of nor* A. Tas Alia. is: 13-H. Need for odestldo appraisal of the basin naetdant camto (Dearborn). 1 :13. Peaceful and aeteoaan of stasia energy (Jetkaon). 0:1305. Prcreea la cementation of coal-mine roof (Mmiao). ;4-T, KalaUoaaMp between drtrta* roeoede. etactad ptnwallty cbaractertetlce asd btompklol dais of traffic ffi^dtn esd SSSttraders (Booth). UO-T 9:10. lUsoareh Is riston (Stymo). t7di-ttoad dealis asd tti t ctdeats (Miltk), ST: ignlllceaca of sidy--------------trial aaddast pcerentlon TB Tbroo year naaanrK mpu el Noithwaraare UsiraraltT. to ecudr natureaadceuaaa of traffic seddasU (Stratton). 1JL Traffic patterns f, aftT PjoblfSJC at aorrioo atstloes (Bylot*). SS:J3-f7. Hm traffic safety fldbt, the mod foe moti vational rsttith (Stratton). IdNL Centro! of health bararda of electrical in sulating materials (MOtBor). B:14-l. r notas asd catalysts baasrda (Lotyo). Tba AeMdest PnrntiM Program af the Public Health Serrtgc. tQ^aS^aaffiaa -- S3?' A*a13a6af0anta(rTlyoIssoist)U.o>t>Mff-S.gi#.u.n:n.1di3ta-e1sd7t.e1 Amomobfl* crash aafatr teams'* (Dye). *7*041. . A critlcsa^of^^^-^J* raatarrt^ studies to TncUBf tpspaay tsw. Effects of drtrar education os driver know!* edn asd altitudes Is eecondary school (Loft). 7*:l7-33. . . ___________________f the nsew pyrophoric attaii (Brown), 14:33-31. Bbb*i behsrtor tod Us rtltUoa to Mk ifcMata (Booth), *t:47-4. Isduatrr oppom objectlro researcht< exdwnse of Information os oocupsttoosl iiiii--rfi btctitH it ln tmptiBtUB payment* mor* thas (t doe* death* of worker* (Beyoo). 13:30. Liberty Mutual'* RwMrcii Caster at HopIdatos. Mt--rtinittU. derated to aolrjac TTSi or potential aoetdent problems (Dod ss:lfc Motor Tthldo aafatr sMaforcc and dirksa -.what cas the aafatr aagtaaar awpport sad lmaiswandT (Mothoiooon mod Iooory). 74:14*10Tba aaad <ormaah is how aeddast prmatloa (Sjispuolusi). is:l*-n. II Rsanarks of Par Hsoipbilt. ii: 14*15. insATOxr norscTTrs dsticks Casa hlatorira when on. or curracC taw af plraiM*, would hat............. " ` I death (Powcott). ItcaplralovT protaetlra drrioae. tbalr llnlta* tlooa. asd tba tralsls* and analntasawco nacaaaair far aafa asd aSacUra saa rP*to (It;. >:14 Typaa of protaettaB to waar rtta weridi* with iBMetlddeo asd taafficldas ia *rabooaas or eotutarratwiaa fWUUomaJ. 7:44. mOKlTATlOX auditor problems of asphyxia to laduatrr (Dmno). SI113-U. os by tba amployaaa at tba Xtw _______i Public Sarrlea ooanpaar fUttli;. Mitt. Ba paaiUra to uala* (aeasttraa. proa and eou for eaife. atarcbandlM plaas. asd boausaa (Wooyt). so:3-io. Du. Ida awards of tba Piawiil Metal IsMltuts (Workntam). 14:10 Iaccntire awards far good aafatr raconU to tba --Industry (BwMh). 17:30-0. Prasestatioa af SrW wainl^PMl Gray Btfsu sward to Herbert J. Stack , So#mbs;. 7*345. Tba proa asd esmo of aa/ety merit award profrasw. 17*-15. a) island Staa( (Ktdtmaor), 77:11-1* op b) ^|s * TsoiiTni gtaai (Meteor). 77: I ~^b&JE------------------------------------------------- BUBBKB DTDC3TST `SJTnSSS: ?5SU"- "* OoMnanlcsUona is aafatr (raodtabla dlo* 8attlas up a u liaaillM award pis* baaad Tnrtcar dlssera gfres by Abitlbl to campa , hime baat wot ti--a aeddest word r'JfesEa^. so:lC. Sat aisa Bosuaaa. MMWAMB-3UTtOBAL MATMTT COVBCXL tmm. tr-M-u. t tba --1 Vtod safety S*f. 1*l-*. Hmt^rltoaase ts iadnatrr (BeOmmotond). TtoThttsu* factors to safety (Cione). 77: SUMaticot azpotu* is tba rubber isdaatzr aad control aaassum (Bmmtnf). is: 35-37. Raport^of'tba statlstiea rnwcaltUa (Sort). Mantsa. is:13-30. Offieers asd eemsdttaaa. Kapori^o^tha statlstScs comaUttaa (Boot). Rnddtek, Clyde C. Tb^raiae of^good rucenis and bow to uao _____or. J. L. QMH^Jab anHdwti host Industry too. is: i of safety merit award toy's stabs to tba pub*7*7-3*. oor cosmos. Tba (CMi of eomalTo etodnlydi as me tallic rood bolts (Mnohnoh). 0:>13. MtobMf[Witb.tba^coal^plaaw Isdudln* safety ____________earoilod is tba MatSoeal Safety Couodl ompaJgs to raduco roof-fan acMcsts fntolsrA s^B. Procaaa is remaatatlos of ooal-mi&a roof (Mntoo). o:4-7. xml Dtocigtolns for safety (Rlmdorknocht) lit Laerntoy tbo plant ralas. part of tba traintojr^meions for^saperrlsora *i Gaodyear PUat safety rule baoks uaad Is amptoyao indoctolnatloB (Crttnthoro). istf. MVTTVMX DISCS Tba importance of tbs Mm aad location of frangible safety discs la high pressura systems (Kinter). S-7, BUBAL COmdPWITlSS Small town traffic courts asd their trutiaa (Rushing). *7:3445. buiul name Road dasifa asd its rolitjas to traffic se eldents; comparison* b iitiara rural freamjj^wd eaoeanttoBal raatas (Brisk). town traffic courts. *7:36-35. What wro^a5`J` s%SJrs....l..^.....i..i..r...,. When doubtful tuof ts encountered in < era hauluo antara. steal "IT* baatag art uaad (KabblUk). :21 Roaonflotd, Harry If. School bus aeddest 103-105. tba courts. JCaasMlato, J. L. Romas reUtlons end Mi. my Una to safety, a safety director a ii:40. Rvm. B. Jf. North Dakota blue Bitty to tba mull conunuaidaa. isTm-ffiT 3afety ln tba uses of crtludar cases to oxy-fuel gus wWdto* and cutttog. s*343. ssspfl&r b*W7; 103 19f~ Xoltonat Stiffly Congress SAFETY EDUCATION A critique of selected research studtee la ufety (Bookieelter). s;ao4t. Distinction between safety education end ut|y training made (remree). <4: U; The Elementary School Section's viewpoint on safety education (Minn). tBitt-ffi- Education must radnl/ni1 the "nut** behind the wheel (AbramoeM;. 9W:47-t. farm Mfety makes sense, it* echteeement must begin with safety education pro* grams (ants). B:?*IO. The fifteen point safety education program of the Oregon State Industrial Accident Commission (Callahan). Meat, potatoes and desoert In your safety menu rdoyma). 99:43-48. Practical safety education and training tXeevt). :$& Protecting school bus susenttn through education (ternan). M'.ta-IOQ. Protecting school bus passengers through education (Smith). >s:W*S>. Responsibilities of coUecss for mfety prep* aratfon (DrutaK **:<7-4E Ways of encouraging a continued Interaet in a shipboard safety program on pea* renger resects (Renshun). iS:IOdt United for safety ta the United Kingdom rvownfi. i-.n-m. SAFETY SHOWERS emergency dwa necessary in pulp bleaching plants (PftmonJ. **:2L Safety shower* In caustic plant iBuwk), *d:lt SiRTf STUNT* Gimmick* used in North American Aria* ton's off-ttuKjob program (Wttblne). 9:4. promotional idea exchange in traffic safety (Panel dlacuaeloo) (Bennett), 9T:BHR. SAND 4TORMS Sand atorsM (DunmlddU). r:*4-. ummxi Developing safe work habits fgut*;. M; S^r tn the mnaU eavmill (VicolmJ so; iarm onui FlmdWUty and feedback programming for a Molu-fecatfod operation (Deviaa). 19: 5AFETY EQUIYXENT junto safety exchange questionnaire re sults. *:U-tS, Motor vehicle safety mcsjrurcs and dericse *Kit ran the safety engineer support and recommend T (MslArweofi and Sever*;. 14:14*31. Safety equipment Installed in sereral areas of water department In Philadelphia My sfcyerrfl. 9:34. Ways of securing acceptance and use of safety equipment, lob methods and op* crating techniques rCelrmaaf. 9:3^ZL What Is the Industrial safety engineer's rerpnnslbimy for motor whirl* safety oquipment? (Mrn*mI. 14:10-13. fVc also Pent belts SAFETY MOVEMENT Harr we failed? (the president's report) (Denrbamt, 1:14*1$. The Inadequacies of our present systems of workmen s compensation, factory Inspec tion. and occupational disease legislation Have*/. 19:14-21 The philosophy of the beaded shoes fPeryu* rail. 1JC43 Safety -- a national necessity /VtCtfttW. ax.n-u S*afet>*--a rrtreat nr a challenge (Fonfper). 104* 1*> The union's role tn safety Broirnl lp:4*U. safety movkmkxt--foreign Don safety training pay? Abltlbl campaign prored what sustained efforts can do /Ifobbe). 99:14-17. Incentive awards for good safety records In the mining industry la Canada (Smith), 19:30-21. Rehabilitation tn Ontario, Canada (YuwngJ. *4-14-50: 99:23*34. Sehmatg. dnl*#ny L. ,-- Are eeleatlfie derice* Improring traffic forcemeat? SCHOOL AND COLLEGE CONFERENCE on safety education tUmns). U:l New Higher Education section. 99:121. Officara. sections, and committees. 99:12 SCHOOL BUSKS The nottonsl school bno program (a iya>M slum). M-.US.138. > What it 1* fPrineu). 99:115-11*. b) What it menu to a stats department of sduention (t>owe). 99:114-113. c) What It menns to a state motor rabklt department (0yd*;. M:113-130. SCHOOL BUSES New safety problems from the expanding m of school buses ta urban areas (Hopes.; *9:104-115. Protecting school bun passengers through education (Lament. Mi1H0& Protecting school bn* pasmngera tbrongh education (J*UU;. 99:39-4*. Protecting achool bus psnaengera through protection (Hnath;. 99:100-101. School bos aeddsat*: bow much do wn know about them? How can we find out worn about them? fJfyen;. 39:101-104, School bun accidents ta the courts fJBcwn* Acid;. 99:104-104. SCHOOL SATKTT Ah analysis of graduate t&frls,,: Tbs changing world la which our sKombtary^sehoot children (fa liriog (Utiug). Education most redesign the "aut" behind ths Wheal /'AbrmnSSi;. as:47-W. Tha Elementary School Section's riewpolnt os safety education (MastnJ. UWS. ifsat potatoen and daasert m your safety menu fOoyumt), *9:42-48. -- ii----------- ---- Bow to tataraat people in what they don't want tn knew (synpoflum;. Ifi:5-IL II Raasaxks ot Fairfax X. Con*. 1B:8-4. 2) Remarks of Plena Martineao. 19:7-10. .$) R12emarks of Tktor X, Rafcner. is:10 u* ieir aare school trail gram raiaUag safety and *w opportunities (Canshan). 1B:SL fegt^tov achool personnel /Waiserburper;. St^rgpccdbilitlM for aid safety (Judd). What era the facts of population mobility today (a symposium). IgiCMf. What the Bor Scouts* Safety Good Tun mmeaasnfosa, torepscohrto)o. lstssilaOd-Uco.llege* (discussion SCHOOL SMorS Cam method ot teaching safety, supWemen-* tal deric* la teaching stoop safety (Jn~ grunt). 99:3. Finding* of graduate theses In school safety In various anas (Tost). 99:14. JiAeuficw. 8tau4 Remarks on the Boy Scoot safety good turn program. b:1L Sekotamitar. 9. J. The^ gmeripOon safety goggle problem. How women can help build putolfe unrfersUgdlag and egpgort for our traffic court* initiating sad mslafilnlag laterast la safety (WeodtaordJ. 4:34-34. 71m oPPortualtlm for local safety oeuscll* and chapters of ASSE to promote safety aeclatitvioitnie*s(Kammognlagnjb. uisi:nl(eMss*XeOnad Usds asao* Orientation--the beginning of driver suparrision (CurUr). 90:41-44. The pro* sad coas of safely merit award programs (dfecusMon). ivd-if. Quality control the ksr to to* manage* meat s isUrwt In and support ot s risw* ` ` w<ia> ifcglimmpveoensj. M94I:IHPN*". Reducing traffic aeddeatn by us* of group discamlon-decision (Pcrriee;. 21:1441 Safety sad emsatim (or selUag safety to managumcot by nduclng malntenaac* expcadlhsraa) (nmpeof*/. sa:l**U. Safety U a state of talnd (Buxton). S4:S-S. Safety to eeU--the bow of organizing a safety rjarogram^^is s retail food store Schuler. Lenta W. Safety Division. United Hist Worker* of America. 9:3*-J4. Schniee, Kerf Co1m*:me*4rc. ial vehicle safety can be laeptorad. ags bins (9. Srrtors, Oecrge fSced comsinnlratlons help safety. ig:a* SeUto^Safety to the pneeenger fBukurh Specific suggestion* and ths tndlridual ap proach mors effective than emotional ap peals (Prase;. 1 ;24. The traffic safety Oght--assessing our sue* csss or failure (Strulton). i :2-X5. Uesfol and amble safety meeting tech* niquea^ja demonstration) (Bannafor*). Ways of encouraging s coatlnasd Inter In a' shipboard safety prognusoa basses* gsr meals (R*Mhsn;. is:S0-S2, ZXesel exhaust gas eocdltloaeru mil) dl*. Min some of the aJdehydee. but have no effect on other constituents, nor o* val uines;l>orl$a,irisn. eeded for ventilation (Holts;. SEAT BKLTS Coogrtssional Special Subcommittee on Traffic Safety held hearings on the crash* wsrtUasm of asst belts (Roberts;. 97:4. Motor vehicle safety ueasurss and deric** --wdh^iSt canSUS4?^"aa?f5eSt^tieSn2gSinSeer^rapport wry;. 14:14-1*. ' W.. h***t, 1w* _tuhme Uimrimnsutrbtail sa]retr ecginMr's reaqsupipomiisetnbti?lityrfffro^r ,jmTolt4or!ll>^ When personal contact with rend and yard train seme* employ*** la essential to safety tWlnUmaud). 2:2-U. yevery. D. K. end J. Jt. 'Siath+ieKm Voter vehicle safety measures and deric** --what can the safety engineer support and recommend? 14:14-21. SEBTTCV lunoin Re(sWtroicoitivmeerrteh)g.uUlat:iSon-1sSa. t Mrric* lUtioas Traffic psttarns and safely problems aerrice stations rsplain;. 99:33-1?. firieanf. HeraM WL Anridcat InvesUgation. 14:1-1. JMUIbi, /oAn P. . at Pf^^Uon foresters. WC EXPLORATION ****** explosives (Cecftr* UXtZhO 8APSTT Can safety be newsy (Bumut). C9;g*U. A.SS5. "" SHOCK. ELECTRIC m aeetrt<Uy: Grasndlsg Skater. Undo This question of speed. 9T-to-S4, SAvsua, (htrft 9. Row Entrain my employees for Job safety. 1957 Xationol Safely Congress SHUTDOWX8 Is **iief* electrical worit nicesaarr? The pncnai ef Clmrt>r Wrt* dortttM te with projection mad mafatufisare nt /Lippi* rett). |44L Skiiu. DU T. Safety 'nmi tbe dock an emded baafch and Mfct; proem* for industry- **: t-l& , Aircraft warning tights iadilM to too ami < tanul vessels hear airports ifarrt. ?, Amnmatlr Uadc it|ia| systems lawftii haulage ffiri*atr ted after dWTl mtaee -Keaaat. ttM Kork fnl lights ti a saOn ______ mu mm* :Xt CnayiraBM lyrogd^^hi^hway. OM The role of the trade association la ladustrial safety (Ctotond). S4:1*-1C- *T2r l`a the aaU asafll rffeleslm;. *: <!* Bill batoMi prsena of the Cnatv La* Angelas Safety Council fffaplanf. i: loe-tos. Smith. A.T. Jr. PWaabt^idy^bu I lain, grim c. Top inaaytmcat i Mttk. John VtXfMS latittllTe awards far .... ta tbe mining taduffry. pnmch 'r***"***: tWW ****w **' Disuses omIi asst m hhvaA* (Xamk). 18*8 Highway otCM need maMMa f de sign aoo wording tCmmt til. Uta eacsriae a tank or ' be attached to tie i line u*4 .....Ml lb* 18:14. Ship abstains fro* aim that **y WARN* ISO. because of opposite prjihslegknl effect /Tender CM*;. ttlL Slptli as uatd bp mint rescue rimi based on OATH, shosM b --aiifiii tuf la aitasUons requiring use of respiratory NBtp* moot (PsKcstt). s:2& Whittle lights installed on inland Taaacla prrroat collisions (Parsslt). Yellow glare signal lights Installed along the line ta coal face nialos (Item). : at rood 4!X to Industry. Sirpii, Patrick 3. W# can do wore with accident statistics SS:S-27. ____ol respow seiOdt SKITS A planned pu Job fa skit). 17:11-43. Skits for safety say scat to accidents (Ban na(oreJ. ia:*#-I0a Trial by .survival (a skit). m;IT-41, SHALL FLAXT8 Inventory of occupational accident prinn tiea activitiee (Cramshors). lt:Mt North Dakota taken safety to the Mall cenuaunium through Its ffnIon in's Pin pensatioa Bursa* rffyna/. IIJS-K Off-tbo-job aoddmi teatrnl la a Blag)* la catioa company (XamfaHS). is:2}-A. '%2rS'e2*&Stt2&rZJ uMaiac '~ I^^K`S2i^S5SE at the Go socso-Boosroiac astb cpireis rATTBOf Aecfde&t* are a function er the haaarffe en which people are rar nesd. wed a haaiw frSHSAJ2I,S!2rt,a~''- Tbt etuagfag world la which <w denwtary school children are Mites (Vuer). 84:18-41. Social adaptations and same systems of the lndln-i'uj. will pTt some dins nheat hie safety attitudes and behavior irwnOi. M:S. Tbe traffic problem (BOO. 1 :4S-*g Tbe true psychological measure of every man, are the pictures be has of these are bln starSards of value /Sins tfeinj. S:9. What are the facts of population mobility today? (symposium). se:t)dl. Sawder. James ff. Can you wait for the See department? (srmyoelura on fire prevention, control). SODIUM CDDLOHAT* fire haaard of sodium chlorate la pulp bleaching plaatpwbrqg*'?. a*:3c. SODIUM nPBOXDS. sen Cnnstle Ms SOLVENTS AXRO safety exchange Questionnaire re sults. s:M. Bectrietan. using l.LL-trlchJeroethsa*, ex perience poisouiag symptoms fgnwitt;. 8:31 The emergency treatment of chemical ta* Juries to the eye (Bran). 14:T8-7P. Ti ions and Gsaetxea*. If heated fa degreas ing opevarioaa. give off toxic docompoafUoa products (TSmeett). 8:18. The new eohreat extraction plants MTP1 code xa 8>T fhmU. it :hl& The mgSnasr'e ikipdat on speed (Berra). 106 "rss&.Srdsr -- ^srjssrisssr - " *-- "-* d-ckT am twlm UWt IT: D^^=ywsasrjs as s= prehcfiriou fWmmor). nta-M. spMn. vr. a. Traffic " VORTinOSS I Are wmtrel ef noma of the a mctala (Btwom). e*tST~ dhecfc Cram ebarged elettrh: field g .frjgh .voftagen. lUaWaatad by use of metal ladders and oondncttve affiad shoes (career). SaL bead!tag hanariU f0ymew*A i plants mrPA ->. t* ______________ _____-- wfld <.. IMeattc tGaOsmrtta). T:$0-Z. I giythisu sad govenmwt fFlnam), The tele ef anbail iwlnl la pubtte mtoty. ea J&L Control of iliuriml baaarda In aa aluminum reeectlsn plan mneta legal problems and interstate pelley Micts fBUkette). it:13-tt. "Aant KBsimaring tor Razardoua Ifateterlala/roooh developed by General Ko tor*. Includes section on heat traatment (Jaffa). ISiX. Safety standarda ta Great Brftala Scad by null of the SUctoriee Act (Trtme). i: Standards (a symposium). 18:14-11. a) ITado t[aaaoetioa sfendsnla (Lrwib) b) ftiginu standarda (CharehiU). t#: e) Fir* standarda fGobhA 18:18-11. TABCffi YACTODXB8 Chang** In tbe HIM cede for tbe preven ticioenfOoefwdtoutXa)t. e1s1p:8le-a1t.eaa ta starch factor- Diadp^Uag for safety (Xt*kgrk**ckt). Starr. Trank W. Fotentlal hamrds of fuselage 8 component pieanulretlen teetlng. i:tm. i (DmawHdte). 7-84-8L t hy giiing service durw rseentoeod (LyJoB). KcDaaaJd). T:. O mew and tee tmrrnl fMtmpkgj. 7if$. Ha MS Kv. bM Une emtotmtsare dose ia tactemeae weather (Career), um. Sfuhbe. Claude C. flraWhat makes a good plant inspection? (sym- gomua oa preveattoo.1 catrol). iT; Jtudt. A. C. Brelaatenalag for safety. 11 :S1-K. SUOOZSTIOX HHUU P1**** f*W suggeethora). 18:1.0w. ring compensation (Orsn- Safety coamBunicatloaa (Burae). 17:ia , in the foundry (Gramas). ew.Jt?* scum ftwinwn Cv^84^Srdl * ble*chJn* lYtU+j^ SS2S.1* toxic end initstlag sulfur trtomde. eaa be controlled by stats nocun The Indiana Joint Cumieltlen for Cual Kht Safety CYuranll). a-JB-M. the blahwny safety pregrnm ef Urn Gareruors Conference (Smothan). X7:a>ffi. V. 8. PBblic Health 8m lee tmatoto sCSMa m heme safety aetlvfbea rfliiffidj. nffi. 8. STATIC KLKCTKKGTTT Changes ta the HIPA do* of duat e*r'J is* fOsmeflA 3 gWtWOOI. eeo ngtaeers. Feremeat r*aaargi.jr-- ^an* tar mate navigation (Kara). 107 1957 National Safety CanyrtS* TXLmton tnoiyn Tbe dmSopoMsUl method of training tee - "1m~ml. * to-. 'WSS/.S**' fsrvw/. _____., Iving ssf.T/^ ss;^ TnOc **w2`^*e5j*lj55te v the 'w-s swara^ See also InvootorT. SWRCXU . ___ , . M ^gg^ngr,gg,rr. yw Maas to !<? *itr*" /*/ r^SSs*S*^W*t FieaibiUbr *4 feedback ptegyemmiag for ft. malU-teeatie* eporattoa fZtevtoe/. tat tf-47. Safe at boom fRAMsr/. 1:MT. ^rtVSS?K*SLS* /#;. t -2L Tempi#, pvod a. Prepoeed lass wgpMi for eoBogoo a aniTMUa, **:H^*r TmmvoKoiTxnmniir Coatvel tf besHh kuudi at tfictrltil i srHaflng -qtertols (MoUmri, feltT acnojr me..-- JB-XI'H. Odcam u< rnmiftltlin s:d-4f. emu nratmT OW*l lr amn> (a taso. wb.smi. f'gir*J%r,ti to drmr ttetola* ~ ap-ar. rmi * timu Cvm hiitwm of (tooth iM. isiar (ran iutrt gw SMd te ftiW sad ntu (fmm emit). *:TT. Chemical hazards of alkaline pate ffmor making fMmrkJ, *4:1*. Employees --kuf chlorine tuk car. powwKHwrt do* to amts deficiency I'fto ggg-- (Oxidviix/ i ualyto of -- sftfoty to Uw from US> ueo rrott;. ss:m<. A. crlUot of flfteSn nmidi stoAIsa to safety rPootomfwrj. Htt BStte of fitnr educatlaa ow driver Innrt* s&irtos$Bs ses ReloUoaabfp actuate drtrtor records, se SlectSedS>fimSw^sH*ty&jd>1arSagWts3?ilcsS_aXad bJSio?- Sygmara^ to^njpo deficient stewtteft CiliM furnace repairs (Mbiftr^ 1 a;U-11 Van who fan tots teak u4 swM-tM m> coot. WA storeteted to em*A deficient atmosphere (Fmtmcmtt). mot. tor trieo am i iwhi ____ Protecting oil taakor crow* from aeddeBts fTandar CJuta). ia:17-ZL -* "a~ a*SM' SSS."S?n&."" ***""'- sttiB| -- elUMair os buv v ________________ Two %ea ptnaed Wwta Jutefi tad opes* lag to eoapartmeat wfcea safety dtrtw Ignored a:fc TaPrrra,vRenotbloeurt /o.f eoddeote tm two aboard fialgbtsra. roPstretvre, vtrssgotaectye <pr.o* with your interview. safety attitudes la tadna......-itioa (tt.D. theme} fAraaaa/ord,!. i't%isSsSi.%Cgha2r2teSr Ai->*st. *.. ^ tna oorrica otaploy--> to rosmflii tm so/ftty. aarr. ThLo^stteteoo,(MyonpuambUeIT.odoeotloa w rdftted eo txaSte uw caforeeaftsL S7;44. TIVmbioteilil,uoAamtiod fbo eoMnt. eatery u4 atearot ifn<stw lndostrlaa *:M. maor loaPMTi O--ireff drtTOT Mcddeat* *1 fpaaotlitstrd Tbo ptek Of ------- yotetr *-- spot* vn S sate-ttvo pooada of ofr to a track tlr* eoa UU (Mrotmnj. o:U. 3*^5 oiwwnRjtrfttlot of Wmm'i CtoW trade seat profna. 7:XMi EnluiUut o~rrlo. a<L M drtrlnf taotroctloa fCtejteiy. w *** StteuibQiOM <* ? for tefdy PaftiwtlOB (Dr*Uh 108 TOCUOftKqfaC dofte Md toela eestatolnated with opaay rate ampentett ffteft/. Xaerouod on of power sows to wood eat. afasrsiia^ .sssr'^r010* " Xk(MUomormhtoots:lSu*l2f. prtariplte of taintla^y parks m!h(tnwt oter--(Mt trlwlno hsa^ia^ sod twM bJ#ST?9ro- Index Tbs role of aatfoasl swcieol orgaaltetloai la pobllc safety (BtifkJ. 1f:2T-lt Xunl safercemsat problems e* tbey relate to speed (Btv). S7:S-}t Sand storms (jymnteidOimJ. 7:H4C Tbs trade problem wm. i :M0, Tbo trade, safety gstit steeartag ear *ae- csos or failnr# fBfrkton). l7d-k Ttel^adfor aafity^to tho Calted Ktagdeas TOZlOOrOOT k blbUocrapby of toxic diolali CTotoe OMtetlesls rnaimi Kidanil Sftfsty ^ScU). t;4HL S5S" TBACBi tT2T^?^S?53t^21RS: Site* track tests,Hottea at tks KstolM IdM Xiao (KebbH+l. ailklt. if), rr-.xt'ta. Wanes to todastiy ffrmm). id*>R 3m also Mfwi aad drtrtag: Highways; Itarsl trade. TUmC OOCBTS Promoting pobUe retatloas of trade courts (paael Blemssloa). tTdMt "^iuSrsAS" *** "*'* W tooiT] trod* coasts (Bmmhtnf). e) How worn** aa bal> bolld publle dergsadiag ad support (Mmmtan/. an d) Tbe driver taimtafft atoets of oar trade courts ffnagir;. *T:4I-44. TUPM AjtP SSSTXOBS n* rote of ttw trade Msnrfitlnn to todao* trial safety felites dk *a:lS>SC. Trad^ oteodatloa steadords ft mmbf. IS: tbabu mo ntna Maatsa tl -----------------------------------------leiias TMT Mw trial safety programr tOtedO. A. eoagressroaa tooka at trade safety fdeb#rt*7- S7d>7. nodiags of gradtuls tbtees to school safety la varfoos smos fFast). Mtia Hy^way--roCnad crosslag safety, tt: Htsaaa bebartor sad ft* ntfatlea to trade oeldsate (KmmtAJ. ar:4fiST Tba petrolram todaatrT'e stab* 1st tbo, Mb* He support effort fmmmmmt). A practical ippreedi to poUco tntoteg fWmrrwm). iniA-XL pasaj2a ^sssa. (P~ SIOOI (Mmnnmtt). sr.te-ea Report of the Trade aad Treasportattea tteoferuce (Boats), gyslt-u. *& z^sjs^mS&` g$$t ttecsereb to vteloa aad trade safety (Bryan), mndl Rood dssfn aad its raletloa to trade acci dents (frUk). tT;H4L oor'i'i Egarnaamtosr,fBu-ttm__r_).___m_^rH Tldd ter deetffoa (JoKnaon). idML Ibe trade problem artirltlas and orgaalxa* tkxiM mho bare epatrtbatmd to a better trade raecnl t :S-30u tumo szcnoK Waotes. tt:Mt OOteera and eommltteea tT:ir. Tuonmi Aoetdaut iBTeetlratloa brlags out aeod ter job lastnxtloa fttmUtg). Z:10>U. Better safety mretfngs tbzoogb training oounee (MaSax). te9rff:cPb-oHin. eea ` aad saoetarlse Buroaa of Vines courses ta Aoddeat Proveatlop sad First Aid aad Rescue gtrea at IraUod Cool Vlas (MeCmm). Buraaa of Vines coarses Ja first aid aad accident prevent!oa aids to ala* asfety gnyam (SAaimr). 9:; fWmmt/lmtd) ; Cue metbod of teaching safety, a sapplsmeatei device used la school shop safety ftngram/. aA \gssi. f5tsss. "rfjss'1 tT*h,e, ddeevveellooupmmeeautUell mmeettbhoodd ooff ttrraalloatloswg ttoorr safe pole elizabtag. "you teem before you co aloft" (Ormr ;*. Olstlaetlea betweea safety educotfoa and aafa^r tratoiag made (FmmrmmS. S4d*i Does safety training pay? AbltfM < psigs prorsd wbat rastsfrml < " * do fMSbbm). M:14-ir. Driver tralalag and/or rafrasber paaat dlecassloaj. yrZMB. 109 1957 National Safety Congress Drtrtr training (Adame). T:tt b) Wll* U, driw on U n4 for driver training (Noyaa). 7:im. e> UM of visual tU (ttoitaor), T:3Mf. d) Remarks (WtU). TiM. Education--the foundation of driver super virion (Lake). *0:44-4*. Eogrgency fl^aid programs la IndBftiy Employe safety training th* N*w C^. Imdi ftbU 8m loo company (Uttie). "sa ssssitssi (Malcolm). SeU^ic^jjaaaan^er^aftfefcr te the operator Suggestions oa creating oeotr, * on part of employees (teaulaUac sad roofing round table discussion). *0.44-44, Sttperviriag the youthful worker (Barprspeaj. **-* Freighter crew girea InstMcttoa Mdjwj* oastiatloas immediately following fir* ua boot drills (Terr). 19:3*. "`ZJs&Ejr'rvs-i? " ""T H5^%m*sem?L8SE" The buaus betan la aafety- a PW*a presented to S.000 aupervtMra In IS Oood7ear plants (Crane). i*3Ma Human retetloas cam for supervisors and fonunea at Allied fid coapiBf (Mtteae). inventory of oceupatloaai aeddent preren* tloa sctlvitleo (CnmeAereJ. T *:*-. 'st`i&jssssrs-.tzs?' --" * Job trainInc end placement for public bh ployftfts (a panel discussion). 7:23-33. ulna safety dim shown to employes. of --s months employment. at period vmea * nay be developing t Graven). compensation bnreau to make pritnal contact with Mailer employers and their employees (tpasi. leal. Oil tanker affleara attend schools for flraOrbtlnc. damageeentrel. and radar (Ten der Clute). 1f:3t. Operator selection aad training to developtoiynatertol bandUnc safety (Fuder). id: Orientation aad training programs Intenrifled at Butte District of the Anaconda Company (Wendet). in:4*-t*. Mentation--tbs rlsios (Carter). Plant construction and nalaieneace (Cole man). a:l-33, A practical approach to police tralnlnc (Warren), *7:13-21. Pr^tlad safet^^edocatlon aad tralnlnc Reducing motor vehicle eoddeata I* public ttUIIUn through 4rirv asawot (Wornssrj. g: 17-Mi Road Safety Tralnlnc Center and Exhibition at RoSPA House in London (Young), 1 :Xt. Safety In voeatiooal sad Industrial arts education (Ingram). *B:3-3, Safety needs communicating. 1m (Ihrtg). a*:4-7. Safety performance . , . the barometer of good supenrisloa (Rich). 17:7-3. Safety through the eyes of a camera (Jfttlr). *9:30-33. Tralnlnc for safety attitudes (QHStn). : T*5is &r>?rfssS'JTiiaJwa oett). m&M. Tralnlnc materials for overhead power tine wetat? (White). T: Tralnlnc proinai Imcktnr for unlleenaed marine ptnouel (Fmrweu). 14:1 Tralnlnc to control unsafe acts (Wetooa). 30:40-41, Brine American Standarda in safety train- iec (Lamb). S*:30-21. Ttsual tralnlnc aide. 14:84*108. When personal ooetaet with, road and Y*** train service employee* to eaewHsl te safety (Wintenoud). a:*-U. Why industrial planta bura (symposium). 11 :IMi XSIMQOIUIZXO DBUG*. m Ones TRANSIT rasotm Can safety bt ncwsT (Bowet). am:*-!*. A cilnJod^epproach to retralalnc (Fernery). Employee safety (Uttie). 99:30-3*. "Oos. the Bus.*' personalized safety coach used la Atlanta, to intensive passenger safety procram (Maker). 99:1*. It isn't the coach. It's the teem (DUtmar). sa;8-T. The mechanical department's role la mfety (Feldman). aaiM-Mt. SUInc lUMimrir safety to the operatse fWardj!*:17-l*. SeUln^safety te the paamsger (Baker). Wo do more with accident statistics (Btroie). *9:*-37. We're keeping too many accident records (Butter). xn:Z3-M. TEARSIT IXCTTOX Joint session with Ooeuaerdai Tebide See- Roport of the National JTect Safety Osatest Committee (Con). xa:37: ssdl. mmrotTATiox ^SfT^.".r25ra^!S,aW5: 19:30-33. New taw regulates transportation at ari- grant workers (Biett). *:. Togetherness la transportation (XTrbon). Baaa history of salssmsn damoastratlnc * boom equipped track for tree trimssinc. uusd wbea backet teoohod volt tins fWMtej. yiis-aa Parks maintenance aafety--Chicago Park District fWlMame). 7:37-39. Incident of aanaa hysteria and uneonerioosocas due to awMothrtlc action of trtduoroethylcna fyanstt;. :!*. The fork lift opwator training procram of the materials ^e deportment oe X. X. da Pont (Ruder)? la'fi-k. Tuek. M. F. _ final aearion address. 9S-J4-3*. Tuehar, John Dononstnllon of telcvtoloe techniques ftw driver education. *S:M-9C. U. C. DXPART1CXMT OF COMMERCE 0. C. DEPARTMENT OT XNTEXIOR 0. C. DEPARTMENT OP LABOR Role of the 0. 8. Department of Labor la me--ipetleaal eefety (Butetter). 1S;34-3B. U. S. MXLRART SERY1CZS Air Three iatarestad la redodne traiBn ac cidents by use of irogp dlaaiaatau-dedrioa (Farriee), *S:S3-4X Population mobility -- the sallltary family (Matt). 3:M-C7. 0. %. PUBLIC EXALTS 8ERTXCR Control of notoe at the aosree (Young), 14:13. Taiwan Bd Accideat--canee. Iimntirsfton aad preventioa frouadtehle itlsruerioa). itJ&-Q. 37-31. Urban. J, T. Tocathanm la traaspottatlos. Bfley, Clifton M. (MroJ 99:4-*. UN IfED MINE WOEXKRA OF AMERICA How the Safety INviriee of the B.ICWjL 0. S. BUREAU OF INDIAN AFFAIRS TXhhea Red Hat progcram cof the Bureau, a Ore f"le.h...t.l.a...c. p--rot*e- eidTe-~a aaai d training activity (BhemSitm), **-Mz *1 o. c. bubxio or a at Ireland Coal Ida* (McCan). rrnreea tn oessentatko of coal-mine reef (Mated). 9:4-7. ftisuwl of cas ignltlona and flrw to eoal mtaas riace enactseent of the Vbdtrm Ooal Mlae Safety Act: recommendations to pre vent recarrencea (Weaver). :3f-3. Tv visual alda and in Bnreas of dm mfety dimwiftretlrm (Kinta). I4:*t-9S. irtrruaienirnag fetroaurAeeeryfol.r Tire coscnl of eome of the saw pyrepberle metals (Frown). idd%. U. S. BUREAU OF PUBLIC ROADS Bml^u^prgtl tto relation to treSe aeri- V. 3. COAST GUARD Current developments In inflatable Uftraits (Saak). is:S4L V. S. DEPARTMENT OF AOR1CULTURR Safety fa the Mall aawaaQl aided by Potest Prudorts Laboratories (Malcolm). 90: ALTS* Clutch--brake control valving i*-^4-3a Frequent inspectloo of check valves oa pressure vsessto imperative (Xhltr). B:t. No relief valves oa ammonia cylinder* (Anderoon). 10:1*. Fan Atta. Floyd A. Occupational health control through englneertoc. 1B:1X-1X Tandar Clutc. Car1 F. Protecting oil tanker crewa from aeddeats. 1:17-n. TBNTXLATION Dust collection at the seal mine face with entlaumi aUalng operations fWaehfJ. :33-3S. Bsere resins aad catalysta hasarda (Lange). 9:3. raetora la axhaust ventilatloa system dosy^for the safety engineer (Moraa). 1: five toot aerodyne Can for underground of surface mine plant (Freund). Metal scoop# replaced by safer rubber wind scooge on tr&gMer paaeagsaaja (Tarr). Portable t------------crew whsa working I (Tarr). i^B. Peeittve ventilatloa must he supplied la mints uefag diesel equipment, to dilute and limine exhaust gases aad maintain aafe concentration at oxygen fjfeitrj. 19: 1*. 14-19. Positive ventilatloa wttheot the eae ef Uae eartalma. ksepa methane pereeatag* be low >4 of earn per cent la osal planer (Marta), g;!!. lit 195? National Safety Cangress Tsatilntioo Mwur on opemUoon mriu SSrSS^SS K5S. 'Sf'sJ-S *:U. iiniucuLii nmuinov Electric Buck symptoms (Dm**). si:l& Hiaria of UO end** voltage tndu*- trial opaitma f*ro**wJ. Physical uMth.oe low vottaga *le*rte abode fjcouiMMteeewJ. i4:eMl. V70LAX0M Owdryolat riolntiooe reported (KleetW. Of the *2 coal haulage fatalitlae. 44 par Bt m rietatingtho Federal sCtne Sate*y Coda (KeSbt&k). 4:1*. ifrMinHnf aabtl* wlatlUM to troAe UVUiU Uxroctxfe aSrsr improvement school* (MZnfgar). C RaUtlonahlp between Jrtdgjr watrda s*lectod yewwality ch*rasterl*tica._aad blographlm! data at traffic offieadcre nnd BMffud (Maath), MaMI, Sonya show that driver* dailberfttejr. v*Qlata highway regulations aad mi* driving gractioe^factor* contr^atlng to thl* at- Tnfle kin*** bSla an bites (Gem***). viuox Ba poUtlv* la driver testing (Sane*). WOtT. SJr* errsenlnj^lffogmma la Industry (Mar- The poeltiv* approach to driver physical requirement*--visual factor* (Payne). ao: 17-30; (paaal forum) aO:M-K. Research la vtrioa aad traffic safety (Bryan). *T ReepoasIbUittee aad limitations at tbs In dustrial dotm la the vteten program (Bargreaeee). 14:74-W. Cm of visual trots la drlTtr training (fStwfUUNaaTrA). TM-Zl. What food listen (Stmpeon). to Industry txscax. otanoy Abttlbl produced two film* dealing with mill aad woods operations (Mohb*). aa-.lt. Atlas Power Company Issued Ola "Wow to handle women and exploslrss" (Cochran). OM-JO. Company* made dins (Bane). 14:IM7. Demonstration of television techniques for driver education (Burrow. JffeMiM. Tucker). Discussion>eonferBca technique la advo* uted with training films such as **Baul lag Logs * (Paarcm). **:*0: *:**. Do It yourself sound tUdefllmn (Bchatr), 14:**-**. Film library part of educational program or the Oregon Industrial Acddant Cna* mission (Callahan). 11:11. Flannel board demonstration (Mataar). 14: Flip charts (Wickort). 14:M-ML 112 IdentUkntton tar safety accomplished.by trade a--orhitinu pester program (01a- `'Knowtag's net enough**--C, *. Steel film psraontflee the four Imps (Bachman). (Byan). 14:3*. OwTtitnd proJectlOB (Marconi). 14SML Personal eoatact with read and yard tnte service amplaram through National Safety Council's safety graph* (Bnhm). XB:Mu Picture* omdtottew unsafe operating goadlUoanthat csmtrtbuta to totadendM and hlch miaidm seals in sawmill (MaJeeSn). Will Safety through th* eyas at n nnwa (M9hr). Shipboard Skits for safety mr seat to accidents (Bamaaford). taSf-loi Stagette used tn "the Dsstiuhin Story.** 14:1Mb Stimulation--the framework of driver super vision (nee a eUdae stowing serious ac cidental (ftmaan). no:47. Twenty-thre* film on the air we breath*-- air eenlemlnantn and respiratory protaoUve devlees (Baaaaatt). Idi Two visual aids tmad la Bumaa at Hines slaty demonstration* (Mint*). i4:W VOCATIONAL EDUCATION yiadtngs of graduate theses In school safoty is various areas (Taat). *0:1*. Safety in vocational and tndnstrtal arts education (Ingram). *:**. VOX.TAOS* Arcing distances of electricity (WAUa). T: trial operutlona (Breton). The basards of radio tnnsmlttoni and thdr cornelian (Cant). n:i Physical aspects of low wlUn electric shock fjrouwsnAownJ. 14:4I. *` %l Mr. hot lfn maintnanee (Cartor). B: w vauwah Gratings aad hand rails -------------- . fretenter machinery. eUmlnate makeshift wood planking (Tarr). in^t. Prevention of accidents to crew eboerd freighters (Tarr), 1S:S-X. Senh^ jwesangm* safety to the operator. WAIDOCin (Prince). VI .-4S-44. Warehouse safety Inspections fom devel oped with sepornte check Usta (Prince). 11:44-4*. Index W^^ndnstrtal plants born riTnwby;. tit i they arw ( dwr ag- mtlvaa. XOrS-lS. wnssei uuiMsi uaerar u. . __ Safety for school personae!. M:7-& WASTE Waste (WeBt *^Sf%*p^iayn-5!S2a`5*715 repair (CPDemneO). 1U:M. teduetrtel horn i'CTrosby^. 11: WATEB DTIUm Water utility safety (symporiiun). 9'M^O. a) What's new h water nitty--URt (rauet). b) Bow end ahwe to get started (Aggie yard). S:0-K. c> A first line supwrlsec'e safety program (ttanar). :S*-0. d) Safety peps etc fWebbJ. U :*-& What** new la water safety--iscrr? (Pamet). lilML WATBBWATB Safety and heavy oeuatrsetiou. St. Law rence project and the highway program (Armttrenff). Td-11. Wafsow. Bdtaard turn program. Weaver, O. A Seducing motor vehicle accidents la public utllitlM through driver control. 4^7-XL Weaver, 8. T. Dfnail of gas t-u-i-Mw aad ores tn coni mines since enactment of the Fadernl Oonl ICm Safety aec: tooouMueodedone to penvent recurrences. nsM'W. Webb. Arthur 7. Safely pays e4t *:a4ft Wsbb, 7fnb C. Materials hsndtMw by toasijrw without strident I4^blfr wsldzxo in cvrrnro Advantage* eg IM mb and coal mines (Beene). In welding shew ten few cnrtala wnn pro* tect^mechtne shop from flash (Braaat). Safety la ship repair (0*DamuB). 14:M. Safety In the usee at cytiadM gases In oxy-faal gae welding and catting (Smmcke). S g Ml Wendet. Berhort A. Safety program of the Butte District op eration* of the Anewiailt Oesnpeny. in: White, Beywou* W. Look up and Uve. TilBM. Wtsir, JgereW If. m:u. Wither, Jheeph P. i safety--tree trimmingsym-tt. Wtcterd.JP. P. nip charts. 14444*. Wttcotf, Donald B. Uem. marbleee end melbodn g:S4-II. oCg-tha Jsh aocidents to Industry. WtaUnsou. T. T. Report of the membership committee of the marine Saetlon. 14:11. Will, John M. The nee navy. Widest*, J. JT. Women'* safety couneUa--the beet way to the am ik. WBUmne. John B. a,if maintenance enfete--tree trlmsalng-- brush *-*~-r,|-r and rusted sahjeeta. T: ST-ta. VKns. Alan T. Safety aad the foreman. S4:te-afl. WOt, Warren D. Remarks oo driver trninlng. T4B. Statistical committee Employee lection. 7 teoasce) (Wmtaern). THO. Snow and ice control problems of public employees (Murphy). rH ^iTbea persoual centact with road and yard train auric* employsee la emvottal to safety. xs:b-U. WOHB3TB ACTinim Fuadamantain of homo safety acttvitlea (keytoood). i4L Our rote In safety (eademhip (tegra). 1 :ZT. Tbs pjhilooo^^ of the bseded ehoes (Parga- Fnnrilng public rUaOons of trnflte courts (paasi ilOTloe). st:0-m. The question of weed aad traiBe safety fSkaterJ. ST:***>. Time for dsclaloB (Johneen). 1 :*g-4I. The trade problem (BO). 1:414a Wmms in industry (Praea). 1 -JO-M. Women's miety councils--the best wny to the men (Wmiama). is^I-Ck. woiaars actititi-- cxsctonb Htnatca. 1 :S7-8L Wood, Widen f. Flammable materials -- system for rating. S:**-U. WOOD PRODUCTS 1HDUSTBT Westjtste. Jomae The Ihderri Bureau of Mlnee. ^*-37. 113 1957 National Softly Congress Does safety tralnln* pey? (MobbtJ. amt 14*17. WOH* WOM tx Lose of Ufa at at---------------------------- . nation of Ilfeasting year (Heoh). Hew to train togpn fllwtey;, sa,74 Promoting wood* safety (Peoree). K4M0! Rehabilitation is Ontario. Canada (7o%n$). *o:4*-C0; 3y}Z$$"J.%is SSSff TM Uftu ImHch Staadwdi la aldr Ma> Mf (Leetb). am'.ao-XL Using laefcaa standard* in safety train* tsc (SteOhm). tailL wdS* 5SSf mi the coal gain* face with oontiaoou* sinter operation*. d.-u-**. trooo nooont ncrunr Joint Mufon with the Pulp and Paper Section. Minutes. a:4-*. Officers and committees, n;lNi troodeoofc. Bert L. ... . Iowa driver Improvement school* coon* of study. SV:fi-. ITeodioerd, I. OMr Initiation and saeInti1-*Tir latenet la safety. a-M-M. Woodworth, if. W, Restrictive regulations at aarrkw stations. a:-*S. wou mam Hot work permit system first step la pre* ratios or weldm* sad cattiny fine fSaocke). :Sa Bade X-rays on pri wnploymeat physicals (Insulating aad reefing roond table die* <ruestae>Txd:*. Employe-- tweelrlar dental X-rays tear tints a year, ctrau non then reuoas mended amount of radiation (diacomtoa report) (AtMmoon). BA. Radiation espeeare la the rubber Industry aad control measore* (Henning), is:**. Terete. Lyle f. Koine control by acoustical tiaatmspt. in: O-S*. Fori. Chariot rotor Am aaalyds of graduate these* la school safety la the United fitstee ten uB* l)*t *4:1*-IT. reway. a. X. United for safety la the United Kingdom (Keynote address). IdML rewiy, x. l. Costrot of aoUe at the soon* (Tansy). id: SS4L wouimrt coMmunox Comparison of accident experience, com* peaaatioa and safety incentive coet* ror tea year period at I sbnitoe corporation Limited (Smith). iwM. Qompesuetloa premiums cut as a result ef a dty procram of health and safety for gmsataul employee* (Beenmrdj. t: Ontario Board permits Industry safety croup*, sitw financial crania to aariet tbwa/Mobbej. *:U*1S. The ins-dequaeles of oar Mthaa'i cess pensatloa legislation eaa ealy be solved oa a national torsi (Mmyoo). 1B:1X Worth Dakota takas aafety^^ the sceaU communities (Myen). A. rseuta* of occupational disease control staee JM7. whea Workmen** Oompenaation recognized ll-**'"-- *-- ---*- -*rases X?erdiserJ, Careen hi safety (MW). W-JOBO. Han yen met OttoT (retort). WrlS-2*. IM sating! aafsCy yaod tarn of the Boy Scoots (MetSdJr iitS-Jg fiupei ilaing the ysdKil amher (Mot* pisses). ISM Whet the moo fissnte* Safety Oeed Tn SSSe'tipwfil*j--d^wSegse (discern-- z feus, CmO fpeael moderator) \ I Microfilmed by ff LAKES MICROFILM COMPANY CHICAGO, ILLINOIS DESCRIPTION of RECORDS Stale IHDEXIWG Chronological Prato;